Another wave of improved pavement comes to southbound I-5 in Vancouver, with more to come in the years ahead

By Sarah Hannon-Nein

Great news for the saga of I-5 pavement replacement in Clark County! The infamous southbound I-5 pavement between 179th Street and the I-5/I-205 split has been a rough ride for a long time—but after a recent project, and more planned in the years ahead, we have updates about the highway that just keep on giving – or, in this case, cracking.

Aged-out I-5 pavement in Clark County

If you live in or travel through Clark County, you’re probably familiar with the bumpy surface between Ridgefield and the I-5/I-205 split. We put up Rough Road signs earlier this year. This stretch of highway includes 8,400 concrete panels which are 50 to 70 years old and past due for replacement, and well beyond their expected lifespan.

Left, uneven concrete panels with visible cracks and seams. Center, a large crack with discoloration from spilled fluids. Right, more cracks and surface damage, along with dark stains on the concrete.

These panels, which carry some of the highest traffic volumes in the state, are worn out, cracked and need repair or replacement. Working on thousands of panels takes time and money, so we're using multiple contracts over multiple years. With increased traffic and extreme weather, the panels fail faster each year, and we don't have enough funding to fix them as quickly as they are failing. With only about 40% of the funding needed to maintain our highway system, we have to make hard choices about what we can fix and when.

The good news!

WSDOT contractor crews spent this fall putting $2.3 million to use to address the “worst of the worst” panels and, by taking advantage of favorable materials cost, took care of over 80 panels instead of the 40-45 previously planned. Will you still notice a bumpy ride? Yes. But the panels in the roughest shape have been replaced! It’s a small, but important improvement.

Left, a worker uses a jackhammer near traffic cones and barriers. Center, a concrete mixer truck pours fresh concrete onto the road. Right, a close-up of finished concrete panels with visible grooves and seams.

What’s next?

Our next project is slotted for 2026 and while it will be a big challenge, it will bring a long-term solution for a smoother and safer drive. We'll also be doing something new in this stretch of highway to reduce traffic delays and keep costs low so we can fix more of the problem sooner.

Enter the crack, seat and overlay process.

In summer 2026, all southbound lanes and shoulders between 179th Street and the I-5/I-205 split will be paved with asphalt over the existing concrete panels. This marks a major step for this troubled section of I-5.

So why are we using asphalt instead of replacing all those concrete panels? Replacing every panel would be a never-ending project with a very high cost, meaning it would take more contracts and more years to complete as funding became available.

Here’s how the crack, seat and overlay process will work:

Crack: We start by cracking the old concrete panels. This is done using a machine that essentially breaks the concrete into smaller pieces. It looks like a small guillotine dropping a heavy weight onto the panels every few feet.

Seat: Once cracked, a large 35,000-pound steel compactor on wheels rolls over the broken pieces, pressing them down to make sure they’re firmly seated into the ground.

Overlay: We lay down a few inches of new asphalt, building it up gradually until we reach 9 inches. This slow layering is important to ensure the new overlay is packed in tightly, creating a smooth and durable driving surface.

This process will take time and every bit of dry weather we can get. Hopefully if funding can be identified in 2027, the work will continue between Ridgefield and 179th Street.

This isn’t a quick fix, and we’re looking at more years of work to finish repairing this stretch of I-5. Until then, you’ll still see Rough Road signs as we continue to do this work. We’re making progress–one crack at a time. Thank you for your patience while we work on this major improvement for Southwest Washington!

The makings of a PNW autumn include rain and returning salmon

By Olympic Region Communications

Some things in life you can set your watch to – assuming this is something people still do.

As The Byrds sang, “to everything, turn, turn, turn, there is a season turn, turn, turn.” In the Pacific Northwest, that season change means our warm summers eventually fade to autumn. Rain begins to fall, filling our creeks and rivers.

There are other things you can count on in case that old Timex stops ticking: fish.

A chum run unlike any other in Chico Creek

In the waters of the Pacific Northwest fall also means fish runs. This time of year, we see salmon and other fish returning to streams to spawn and start the life cycle all over again. This year, though, we’re seeing something more: a lot of fish at streams where they haven’t been in years. We’ve heard from local communities, crews and co-workers who grew up here that it’s a chum run like they’ve never seen.

Salmon make their way upstream in Chico Creek under the new SR 3 bridge

In recent weeks, this was the case at Chico Creek in Kitsap County. The sight of salmon so thick in the creek brought tears to locals’ eyes.

We’re also happy to see the increased fish runs and to have played a part in their overall return. In many locations our fish passage projects replacing aging culverts that blocked fish migration have let fish swim more freely under state highways.

A team effort at Chico Creek

A case in point is Chico Creek near Bremerton. The restoration of Chico Creek has been decades in the making, led by Suquamish Tribe and Kitsap County. This work was preceded by multiple public projects in Chico Creek’s lower reaches that replaced old bridges with more fish-friendly designs, restored sections of stream bank and protected natural areas along Chico Creek, including Kitsap County’s 30-acre Erlands Point Park.

In 2021, we began a project to build a new bridge on State Route 3. We also began building a new 50-foot-long bridge on Chico Way Northwest. Fast forward to 2024, the project has now opened up nearly 22 miles of potential habitat for fish.

The new bridges now accommodate a rerouted Chico Creek, which flows away from two culverts and beneath the SR 3 bridge. The bridge on Chico Way removes a barrier to a nearby unnamed tributary, which feeds into Chico Creek. In other words, fish have more room and easier access.

Just as in-stream work wrapped up, the rains started to refill those creeks. Like clockwork, the fish have returned.

Salmon run at Chico Creek in October 2024

Our point is, it’s not just WSDOT projects that help restore salmon runs by correcting culverts that are barriers to fish. This particular watershed had, at one point, several barriers further upstream and a barrier downstream. It takes all of us working together to restore watersheds and fish runs.

Culverts under our highway may only be one part of the equation, but it is our duty and responsibility to play our part in restoring these habitats to a more natural state for local salmon. (It is also part of a federal court injunction for WSDOT barriers. Work like this project gets us another step closer to meeting those requirements).

24 for 24

It’s not just Chico Creek where progress is being made removing barriers to fish movement. In 2024, we opened 24 barriers to fish in seven western Washington counties: Pierce, Thurston, Kitsap, Clallam, Jefferson, Grays Harbor and Mason.

We restored access to 76 miles of potential fish habitat. It’s a lot of work for crews. And it meant travelers had to endure detours, slowdowns and delays for this work. Here’s a snapshot of the work completed this year:

SR 16 and SR 302 Spur at Purdy Creek

In Pierce County, we are wrapping up a long-term project at Purdy Creek near Gig Harbor. We started working on SR 16 in fall of 2022 to remove a barrier under the highway. We built two 206-foot-long bridges to replace an outdated culvert. The project removed a second fish barrier under the SR 302 Spur, known locally as Purdy Drive, in 2023. We built a smaller bridge there to replace an outdated culvert. This portion of the project also included a shared-use path for people who walk and roll that was added at the request of the community.

Chum salmon in Purdy Creek at SR 16 in November 2024

SR 108 and US 101 in Mason and Thurston counties

This summer, crews removed barriers to fish at three locations under SR 108 near Kamilche, and under US 101 near the Mason/Thurston County line. The work on SR 108 included separate total closures of the highway in the Kamilche area most of July and August. It required a lengthy detour through US 101 at Mud Bay. On US 101, we kept people moving by reducing US 101 to one lane in each direction. We know detours can be frustrating, but this closure and detour allowed us to complete the overall work much faster, shortening the overall disruptions.

US 101 near Forks

In the Forks area, we started a project in the spring to remove fish barriers under US 101 at five locations. Four of them wrapped up mid-November. We will return in 2025 to complete work at the Wisen Creek site between Forks and Port Angeles. We replaced outdated culverts under the highway with a variety of structures. The most notable is an arch culvert located just south of the Clallam County line in Jefferson County. Our crews used approximately 9,000 bolts to put together the large metal structure.

In summer 2024, we built a large metal arch culvert to replace an outdated culvert under US 101 near Ruby Beach

SR 109 between Seabrook and Hoquiam

People traveling to Pacific Coast beaches this summer encountered multiple detours while crews removed five old culverts that hampered fish movement. Crews had to dig up the entire highway to install the new large concrete structures. These new structures now allow fish to swim under the highway more easily.

US 12 and SR 8 in Grays Harbor County

If you live along US 12/SR 8 in Grays Harbor County or took that route to the coast in the last year, you traveled through five fish passage sites between Olympia and Montesano. We started a project to remove barriers to fish there in fall 2023. While we still have some bridges to finish building, our contractor was able to get all stream work done this past summer. Originally, we expected the stream work to take two summers to complete. This means we will likely wrap up the project well before the end of 2025 as first expected.

Coho salmon swim through the new culvert under SR 8 east of McCleary

Making the highways more resilient

All of these projects built new bridges or installed larger culverts to replace the old culverts that blocked fish habitat. If you’re thinking to yourself, that’s a lot of new structures, we agree. But all of the culverts we are replacing were reaching the end of their useful life.

The new structures allow fish to swim freely under state highways and make our highways more resilient during floods and earthquakes. The new structures are built to current seismic standards. They also reduce flooding by allowing more water to flow under the highway. In turn, this reduces the need for emergency road closures and costly repairs from flood damage.

There is more work ahead in the coming years as we work towards meeting the 2013 federal court injunction.  

We know people had to alter their plans to accommodate the roadwork, and we’re very grateful for the cooperation in that. When you see fish returning to the streams, and you see the end result, we hope you share in the feeling that it’s worth the effort.

Knee replacement surgery but for bridges: Preserving the Chehalis River Bridge in Aberdeen

UPDATE: 10:35 a.m. Friday, Dec. 13, 2024

The second closures of the H and G Street bridge ramps are now scheduled to happen on the same night in early January. The schedule will be announced once it is finalized.

UPDATE: 2 p.m. Wednesday, Dec. 4, 2024

The second closure of the H Street ramp to the bridge is now scheduled to occur from 9 p.m. Friday, Dec. 13 to 5 a.m. Saturday, Dec. 14.

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By Angela Cochran

As people get older, we start to notice our bodies aren’t as nimble as they used to be. We start feeling aches and pains and even a little creaky in our knees.

This is also true of our bridges. As they age, parts start to wear down and need repair or replacement.

Think of bridge bearings like the joints in your body. They allow the bridge to move and flex with changes in temperature, traffic loads and even during natural events like windstorms. Just like our joints need to stay in good shape to keep us moving, bridge bearings are crucial for keeping a bridge functional.

Built in 1955, the Chehalis River Bridge connects people in north and south Aberdeen.

As the US 101 Chehalis River Bridge approaches its 70th year connecting north and south Aberdeen, important components are deteriorating and need replacing. Over the years, rocker bearings under the north side of the bridge have experienced wear and tear. Here’s why replacing them is important.

1. Safety First : Worn-out bearings can compromise the bridge's stability. Replacing them helps keep the bridge operational and open to travelers.
2. Preventing Damage : If bearings fail, it can lead to more severe damage to the bridge structure itself. Think of it like ignoring a bad knee—it might lead to bigger problems down the road.
3. Longevity : Replacing the bearings helps preserve the bridge and ensures it can continue serving the community for many more years to come.

What ’s happening

Work will take place under the H Street and G Street on the north side of the bridge.

The replacement process involves some careful planning and engineering. The good news is the bridge will remain open to travelers. People who use the bridge overnight will see some temporary changes to how they enter and exit the bridge. Crews will start work on Friday, Nov. 15 to raise the portion of the bridge over East State Street. During this time, the on-ramp from southbound US 101/H Street will close. Travelers will follow a signed detour via the West State Street ramp to get onto the bridge.

One of eight rocker bearings that will be replaced to keep the bridge in good working order.

The bearings are located inside of the bridge’s support columns or piers. The closure allows workers to lift the bridge slightly, less than an inch, and place temporary supports. For about three weeks, crews will work to remove the old bearings and install new ones. During this time, East State Street will close around the clock under the bridge where crews are working.

Once work is complete under H Street, crews will close it again to lower the bridge back to its original position. Then the process will be repeated under northbound US 101/G Street. The G Street exit from the bridge will close twice while we raise and lower that section. People will use the West State Street exit ramp during those times.

Closure schedule

The southbound US 101/H Street ramp to the Chehalis River Bridge will close:

• 9 p.m. Thursday, Nov. 14 to 5 a.m. Friday, Nov. 15

The northbound Chehalis River Bridge ramp to US 101/G Street will close:

• 9 p.m. Friday, Dec. 6 to 5 a.m. Saturday, Dec. 7

Be sure to check our app and statewide travel map to get real-time closure information before heading out the door.

Preservation funding challenges

This bridge bearing replacement project is one of 11 preservation projects statewide that were funded in 2024 by the State Legislature. Preservation projects aren’t about building new infrastructure – they help extend the useful life of an asset, such as a bridge. Every asset has a lifespan, and for bridges, that is an average of 75 years. Many of our bridges are either approaching the end of their lifespan or are even well over it. Fully funding our preservation backlog of $1 billion would greatly reduce emergent repairs to our transportation system.

In the meantime, our dedicated bridge maintenance crews continue to take innovative steps to keep this bridge and others operational for as long as possible.

So, next time you travel over the Chehalis River Bridge, think about the behind-the-scenes work that keeps it in shape. It's all about keeping our infrastructure safe, reliable, and ready for the future.

Progress on Northeast 85th Street and upcoming full closure

By Julie Moon

Since breaking ground in fall 2023, significant progress has been made on the I-405/Northeast 85th Street and Inline BRT Station Project including:

• replacement of a city watermain in Kirkland,
• construction of future Interstate 405 bridge approaches, and
• installation of bridge foundations and columns.

Crews are preparing for a full weekend closure of Northeast 85th Street this November. Crews will set bridge girders up to 156 feet long over Northeast 85th Street for the new southbound I-405 bridge. The bridge girders for the northbound I-405 bridge will be scheduled for installation in 2025.

Bridge girders are concrete beams that support the driving surface and are a main structural component of a bridge. There are 16 bridge girders that will support the future I-405 bridges over Northeast 85th Street. This complex work requires a weekend closure to help keep construction workers and the public safe.

Example of crews setting bridge girders.

Upcoming full closure details

Northeast 85th Street between Kirkland Way/114th Avenue Northeast and 120th Avenue Northeast will be closed in both directions beginning 11 p.m. Friday, November 15 to 4 a.m. Monday, November 18. Crews will begin reducing lanes as early as 9 p.m. The I-405 on- and off-ramps from Northeast 85th Street will also be closed.

Signed detours will be in place for travelers. The detour maps for the closures can be found by clicking on the links below:

• Northeast 85th Street vehicle detour routes (The linked image shows map of the vehicular detour route during the Northeast 85th Street closure. Eastbound travelers will take Sixth Street Southeast, Northeast 68th Place and 120th Avenue Northeast to continue onto eastbound Northeast 85th Street. Westbound travelers will use 120th Avenue Northeast, Northeast 68th Place, and Sixth Street Southeast to continue onto westbound Northeast 85th Street.
• Northeast 85th Street pedestrian and cyclist detour routes (The linked image shows map of the pedestrian and cyclist route during the Northeast 85th street closure. Eastbound travelers will use the crosswalk at Kirkland Way/114th Avenue Northeast if needed, turn right to go south on the pedestrian path near the southbound I-405 on-ramp, keep left to go south on 116th Avenue Northeast, turn left to go east over the pedestrian bridge, turn left to go east on Northeast 80th Street, and turn left to go north on 120th Avenue Northeast. Westbound travelers will turn left to go south on 120th Avenue Northeast, turn right to go west on Northeast 80th Street, turn right to go over the pedestrian bridge, turn right to go north on 116th Avenue Northeast, keep right to continue north on the pedestrian path near the southbound I-405 on-ramp, and use the crosswalk at Kirkland Way/114th Avenue Northeast if needed.)
• Northeast 85th Street to northbound I-405 on-ramp closure detour routes (The linked image shows map of the detour route for the northbound I-405 on-ramp closure from Northeast 85th Street. Eastbound travelers will take Central Way, Sixth Street South, and use the on-ramp at 116th Avenue Northeast. Westbound travelers will take 124th Avenue Northeast and use the on-ramp at Northeast 124th Street.)
• Northbound I-405 off-ramp to Northeast 85th Street closure detour routes (The linked image shows map of the detour route for the northbound I-405 off-ramp closure from Northeast 85th Street. Northbound I-405 travelers will take Exit 20A and 124th Avenue Northeast to get back onto Northeast 85th Street.)
• Northeast 85th Street to southbound I-405 on-ramp closure detour routes (The linked image shows map of the detour route for the southbound I-405 on-ramp closure from Northeast 85th Street. Southbound I-405 travelers from eastbound Northeast 85th Street will take Sixth Street Southeast, Northeast 68th Place, and use the on-ramp at Northeast 70th Street. Southbound I-405 travelers from westbound Northeast 85th Street will take 120th Avenue Northeast and use the on-ramp at Northeast 70th Street.)
• Southbound I-405 off-ramp to Northeast 85th Street closure detour routes (The linked image shows map of the detour route for the southbound I-405 off-ramp closure from Northeast 85th Street. Southbound I-405 travelers going eastbound Northeast 85th Street will take Exit 17, Northeast 70th Street, and 120th Avenue Northeast to get on Northeast 85th Street. Southbound I-405 travelers going westbound will take Exit 17, Northeast 68th Place, and Sixth Street Southeast to get on Central Way.)

Full closure of Northeast 85th Street and I-405 on- and off-ramps.

Expect increased congestion and plan for additional travel time during these weekends. Use alternate routes and travel during off-peak hours. Details and updates of the full closure will be posted on the project webpage. The schedule is subject to change due to the nature of construction.

New lane alignment on Northeast 85th Street until spring 2025

Earlier this summer, crews restriped, set up barriers and shifted traffic on Northeast 85th Street to create space for a construction work zone. We expect this lane configuration to be in place until mid-2025.

Current lane alignment on Northeast 85th Street to create work area in the center of the road. 

Looking ahead

The next major construction on the project will include a new lane alignment. In February, drivers will start using the new permanent I-405 bridges over Northeast 85th Street. The new northbound and southbound lanes will be to the outside of the existing lanes. Those older inside lanes will later be demolished. In the future, direct-access and inline BRT stations will be built where the old lanes were. The new bridges will be twice as long as the old bridges. This allows them to span the new middle level roadways and all the general lanes on Northeast 85th Street.

Adjusting to traffic changes takes time, so it's important to stay focused on the road and mindful of the drivers around you. Please ensure your full attention is dedicated to driving to maintain safety for everyone on the road.

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

Celebrating 520's final chapter: Construction is a go on the Portage Bay Bridge and Roanoke Lid Project!

By Allie Breyer

This past August, we broke ground on the Portage Bay Bridge and Roanoke Lid Project. This is the final major project in the SR 520 corridor. Construction on the SR 520 Program started in 2011 with the SR 520 pontoon construction project. The Portage Bay Project will complete SR 520’s reconstruction from I-405 in Bellevue to I-5 in Seattle.

Check out the highlights from the groundbreaking ceremony in the video below:

Another construction project?

We get it. You may not be celebrating more construction in this area. If we can offer a silver lining, this project brings us one step closer to completing all major construction projects on the SR 520 corridor. When the project is complete in 2031, we will have transformed the 12.8-mile-long corridor with safer bridges, dedicated lanes for busses and carpools and five landscaped lids. It will also include a bicycle and pedestrian trail from Bellevue Way to Capitol Hill in Seattle. That’s almost 6 miles.

Why do we need a new Portage Bay bridge?

We built the Portage Bay Bridge in the early 1960s using hollow concrete columns. This design was great at the time because it saved weight and materials. We now know that it’s not-so-great for withstanding earthquakes. In the event of a large quake, those columns could collapse, putting the bridge and everyone who uses it at risk.

That’s why we need to build a new one. This project will replace the old bridge with two bridges that can bear the shaking and stress of an earthquake without breaking. These new bridges will use solid foundations and modern engineering techniques so they’re safer and stronger.

Drawing of Portage Bay bridge, 1960. Courtesy of the Seattle Municipal Archives, #63342, Series 2613-07.

This project also:

• Improves connections for busses, carpools and vanpools.
• Extends the regional SR 520 Trail across Portage Bay.
• Creates a new bicycle and pedestrian crossing over I-5.
• Builds a highway lid over SR 520 with three acres of landscaped open space.

All these improvements help to connect communities and support travelers of all kinds.

Major elements of the project include the new Roanoke lid, the new Portage Bay Bridge, an extension of the SR 520 Trail, and new or upgraded bike and pedestrian connections from the lid and the Bill Dawson Trail.

What you can expect this fall:

Since breaking ground this past summer, we’ve been getting everything ready for major construction work. This work will begin in November.

Here’s what you can expect this fall:

• Piledriving in Portage Bay: As soon as November 6, we'll begin driving large steel or concrete poles deep into the ground to create a foundation for the temporary work trestle. These poles are known as “piles”. This process involves heavy machinery that either vibrates or hammers the piles into place. This is one of the noisier parts of construction. If you live nearby, you can expect to hear loud noises and feel vibrations when crews are driving piles. This will be the first of six piledriving seasons allowed on the project. Each season lasts from September – April, though piledriving may not occur each season.
• Lane closures, parking restrictions and detours: Around East Roanoke Street, Delmar Drive East and Boyer Avenue East, you may notice temporary lane closures and detours. Parking in some areas will also be restricted. It might slow you down, so give yourself extra time when traveling through these spots.
• Increased truck traffic on East Lake Washington Boulevard : You may see more trucks on the road and increased traffic. Crews will be moving materials and equipment to the site.
• Tree and vegetation removal around Boyer Avenue East: We will need to remove some trees and vegetation to make room for construction. But don’t worry – we’ve got a whole plan to replace them. For every tree we take down, we’ll plant another – and sometimes two! – when the project is complete.
• Increased barge traffic in Portage Bay: You may see boats tugging barges into Portage Bay from either Elliot Bay or Lake Washington.

Map graphic showing locations of construction work happening this fall. 

How will the bridge be built?

We’re building the project in three stages so we can maintain traffic over the bay. Over the next year, crews will build two temporary work trestles to the north and south of the current bridge. A trestle is a temporary platform that lets crews bring the material and equipment they need to build the new permanent bridges. We’ll also begin construction on the new “north” westbound bridge.

Crews will build work trestles and the new north bridge during Stage 1. In 2025, crews will start building the Roanoke lid.

Learn more about the three stages of construction and how we will build the trestles, shift traffic and remove and rebuild the bridges over the next few years.

How you can stay informed

We are committed to keeping you updated throughout construction. For the most up-to-date information about SR 520 construction activities and planned road closures, we encourage you to sign up for weekly email updates and regularly visit our Construction Corner webpage and project webpage.

We’ll also host monthly construction update meetings virtually. We’ll send information via our email list.

If you have questions or concerns, feel free to reach out to us directly by phone or email:

• SR 520 Program information line: 206-200-9484 (M-F, 8 a.m. to 5 p.m.)
• Portage Bay project 24-hour construction hotline: 206-319-4520
• Email: sr520bridge@wsdot.wa.gov

Three lifesaving events in a week for Mukilteo/Clinton ferry route crews

 By Bryn Hunter

Hardcore Halloween fans spend October getting ready for the spookiest night of the year. But for our Mukilteo/Clinton ferry route employees, the week before the holiday was truly scary.

Thanks to the quick thinking and bravery of our crew and terminal staff, three lives were saved in one week.

Halloween heroics

Early on Oct. 31, Able-Bodied Sailor Steven Overa saw a crash at the I-5/I-405 interchange in Lynnwood on his way to work in Mukilteo. A vehicle had flipped over and caught fire. Steven pulled over, used his own fire extinguisher to help put out the flames and stayed until emergency crews arrived.

The crash at the I-5/I-405 interchange in Lynnwood that Steven Overa responded to on his way to work. 

Port Captain Jay Mooney presents a WSF Shared Value Coin to Steven Overa for his heroism on Oct. 31. 

Weekend water rescues

Just a few days earlier, our Mukilteo/Clinton route employees were busy with two water rescues in a single weekend. The same crew on Kitsap saved a person in the water and a kayaker in a span of 24 hours.

On Oct. 26, Mukilteo Ticket Taker Baylee Lane alerted the Kitsap wheelhouse that a woman was in the water near the ferry dock. Capt. Jeff Knaplund stopped the boat right away. Able-Bodied Sailors Collin Brasfield and Ian Fels then launched a rescue boat to help the woman. After about 25 minutes, with help from local police and fire department staff, the woman was safely brought onto the dock. It takes the entire crew, from the wheelhouse to the engine room, to stop a ferry that expertly. And it takes a lot of skill on the part of terminal staff to swiftly respond to an emergency.

Mukilteo terminal staff and local emergency responders wait on the dock while our crew aboard Kitsap rescues a woman in the water on Oct. 26. (Photo courtesy Mukilteo International Association of Firefighters Local 3482)

Then, on Oct. 27, Chief Mate Kevin Simmons saw a kayaker in trouble who couldn’t get back into his kayak. After notifying the Capt. Knaplund, the same two crew members from the day before launched a rescue boat. They pulled the kayaker and his gear from the cold water and brought him to safety. Once on the ferry, Able-Bodied Sailor Elbert Johnson kept an eye on the man until he was handed over to emergency responders on shore.

Able-Bodied Sailors Ian Fels and Collin Brasfield pull a kayaker out of the water and into a rescue boat off Mukilteo on Oct. 27

We have immense pride in our work at Washington State Ferries and these lifesaving events exemplify the finest ideals of the maritime profession. The safety of our passengers and those we assist in distress is part of our mission. So do not be afraid, Washington State Ferries is looking out for your safety.

In case you can’t tell, we’re really excited about our new roundabout on SR 203

By David Rasbach

Our new compact roundabout along State Route 203 at the intersection with High Rock Road and 203rd Street Southeast south of Monroe is unique, to say the least. With a long, skinny island separated from a circular island by a pass-through lane, even our designers don’t know of any similar roundabouts this small.

From above, it looks like an exclamation point, but we hope people who travel through will come to think of the roundabout as more of comma – a place to slow, take a pause when needed and then proceed on your travels.

A new roundabout opened along SR 203 in late June south of Monroe at the intersection with High Rock Road and 203rd Street Southeast.

Think of it as two roundabouts nested together, and the rules are the same as any other roundabout we’ve built:

• Slow to 15 to 20 mph as you approach.
• Move counterclockwise around the roundabout.
• Yield to vehicles approaching from your left already in the roundabout.
• Larger vehicles may drive over the center islands for tight turns.

Drivers going northbound on SR 203 traffic may need to yield twice – once when entering the roundabout and again if traffic is passing between the two islands. If you think about it, that’s just following the same rules a second time.

If you travel through the area, you may want to check out our video about driving this roundabout.

The SR 203 roundabout slows vehicles that used to approach the High Rock Road intersection at 55 mph.

Roundabouts calm traffic, improve flow and reduce the chances of serious T-bone and head-on crashes. These effects all apply to this stretch of SR 203.

Making a roundabout for everyone

OK, so why does it look so different from any other roundabout?

The design accommodates large vehicles and farm equipment making left turns, fits the existing space and avoids the nearby hill and protected wetlands.

Our engineering team found the unique design was needed to accommodate all the different vehicles that travel through this intersection.

When we began planning, our designers considered a roundabout shaped like a dog bone – long and skinny with “knots” on the ends. They quickly realized that wasn’t going to work.

A lot of large vehicles and farm equipment make left turns from 203rd Street Southeast to northbound SR 203. With a dog bone design, the turn at the southern end would be too tight for these vehicles to make.

Unlike most compact roundabouts, the new roundabout along SR 203 features two center islands with a lane passing between them.

Fitting a roundabout in a tight space

Why not build the center island bigger to create better turning angles for those larger vehicles?

In a word – geography. The new roundabout needed to be built in the same space as the old intersection.

To the east is a steep hill. To the southwest there are protected wetlands. There wasn’t space or budget to mitigate the potential impact in either direction.

With a hill to the eastside of the intersection and protected wetlands just to the southwest, engineers came up with a unique design to help improve safety and traffic flow at the SR 203 intersection at High Rock Road and 203rd Street Southeast.

Making SR 203 safer

We hope people traveling through the new roundabout will adapt quickly to the unique design and follow the same rules they should use at every roundabout. The new intersection is already performing its No. 1 goal of reducing chances of crashes that can lead to serious injuries or worse.

Before construction started, cars flew along this busy rural section of SR 203 between Monroe and Duvall at 55 mph. The intersection is on a curve, adding to the risk people turning from High Rock Road or 203rd Street Southeast could have been hit. SR 203 drivers turning left also faced challenges judging oncoming traffic speed.

National studies have shown that roundabouts create a 37% decrease in overall collisions, while reducing injury crashes by 75% and fatal incidents by 90%.

Despite its unique design, drivers using the new SR 203 roundabout at High Rock Road should follow the same rules in place at any roundabout.

We always monitor and evaluate all changes we make. This new roundabout is no exception, so we’ll be sure it’s working as designed.

Yes, we know – not everybody loves roundabouts. This one requires adjustment, just like any change. But please give this unique little roundabout a chance. Slow down and follow roundabout rules and signs on the road. Make sure you stay distraction free as you drive through the area (and everywhere). And please have patience with others still learning.

We believe you’ll soon enjoy improved safety and traffic flow in the area.

Updates on the new US 2 Trestle PEL study

By: Jennifer Rash

Last summer, we launched a study about the US 2 trestle. We’ve studied this trestle in the past, but this study is different because we’re looking at connections from the trestle to other highways, like I-5. The study will also consider how to improve bike, transit and freight trips around and across the trestle.

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

This kind of study is called a PEL—that stands for Planning and Environmental Linkages. One of the most important benefits of this type of study is early input from agencies, tribes, and community members so we can get thoughts on issues and priorities before we develop plans. In fact, we recently collected input from the public and others just to write the study Purpose and Need statement.

What is a Purpose and Need statement?

This statement does two things. First, it explains why we are studying improvements at this specific location. That’s the “purpose” part. Second, it explains the issues that need to be fixed. That’s the “need” part. A bonus benefit is that this Purpose and Need statement can be re-used for the environmental review. That review starts right after the PEL is complete, and having the Purpose and Need statement pre-approved by the Federal Highway Administration (FHWA) can speed things up.

Public input informed the final Purpose and Need statements

This spring, we hosted an online open house and survey to gather feedback on the draft Purpose and Need statements. Through survey responses and comments, we learned more about how the community travels on or near the trestle.

Over 10,000 people visited the online open house website, and the survey received nearly 4,000 responses. The following graphs and statistics represent a small sample of the data collected. The full online open house and survey summary is available in the study document library.

Most people (around 70%) in the survey said they live on the east side of the trestle.

Most people said they use the trestle to access essential services like grocery shopping and medical visits. Commuting to work was the fourth most popular type of trip.

We wanted to learn about the biggest challenges to traveling on or around the trestle. Traffic back-ups and unreliable travel times were the biggest issues. Lack of detour options and safety were also common answers.

We then asked folks to review the draft Purpose and Need statements. Over 70% of people supported the statements as written. Some people gave us feedback that led to edits. For example, some people were confused about how we used the word equity. People also wanted to include more eastbound trestle concerns. We revised these statements before sending them to FHWA for approval, acknowledging that public input influenced these revisions.

You can view the draft and final Purpose and Need statements in the study document library.

Feelings about tolling

One of our big takeaways was community opposition to tolling, with 75% of survey takers against it. Many were concerned that tolling could negatively affect the cost of living in communities on the east side of the trestle. Around 15% of survey takers supported tolling the trestle, with some saying it could encourage transit use and others that users should pay for improvements to the trestle—as long as the toll is reasonable.

We will consider tolling as a way to address study needs, though we don’t know yet what types of tolling or the potential toll rates we’ll study.

In general, WSDOT is involved in planning, construction, and operations of tolling projects. The Washington State Legislature authorizes toll facilities and determines how to spend toll revenue. The Washington State Transportation Commission sets toll rates and exemptions with an extensive public input process.

What’s next?

We will work with FHWA and our PEL Study advisory groups to develop a list of possible improvements. We’ll start with a lot of ideas and whittle them down to a few concepts to study in the environmental review. The concepts are first evaluated at Level 1. If they meet the Purpose and Need criteria, as well as more detailed criteria, then they are evaluated in Level 2. We plan to share concepts between Level 1 and Level 2 for public comment in early 2025.

To follow along with the study, consider signing up for the WSDOT Snohomish County Newsletter email updates. We also regularly update our study web page and document library. Thank you again to everyone who participated in our online open house and shared their thoughts with us!

Training for success: employment training program for people living on state rights of way is rebuilding lives, boasts 80 percent graduation rate

By: Tina Werner

People often dream about the day they graduate high school, complete a trade program or head off to college. They want to pursue their passions and provide a better life for themselves or their loved ones. They want a future.

For people who are experiencing homelessness, though, that dream isn’t a reality.

People living unsheltered are often concerned with where their next meal will come from, let alone entry into the workforce. Many times, they lack basic items needed for work. Applying for a job requires a permanent address for applications and personal identification. People need computer access to learn about or apply for jobs. A “ just get a job!” approach doesn’t solve those challenges.

That’s where our job training programs come in.

Through the state’s Encampment Resolution Program, we partner with service providers and the state Department of Commerce to transition people living unhoused on state rights of way into safer options . The initial work is happening in King, Pierce, Thurston, Snohomish and Spokane counties. The program includes identifying people’s needs and housing to allow for long-term success. (You can read more about the overall program in a previous blog).

In King and Spokane counties we’ve also added job skills training for some former encampment residents.

State Secretary of Transportation Roger Millar poses for a photo with Jomo Trice, a graduate of the “Tools for Success” training program for people living in encampments in King County. Jomo now works in adult care services and has moved into permanent housing.

Skills and life lessons learned along the way

This training isn’t for everyone living in an encampment. Participants are assessed based on needs and readiness for training. This helps ensure the training will be helpful at this stage of their life.

But the people who have graduated recent programs say it’s invaluable.

“This (program) taught me I have more to offer than what I am giving myself credit for,” said Joshua Price. Price graduated from the Pre-Employment Preparation Program after living in the “Camp Hope” encampment in Spokane. He learned not only job-specific skills but ways to be more stable and successful in other parts of his life. “I gained knowledge and refocused on bettering myself,” he said.

Joshua Price (back row, first from left) stands with fellow Pre-Employment Preparation Program g raduates in 2023. The graduates were previously living unhoused in Camp Hope, one of the state’s largest encampments in eastern Washington. In addition to housing, these graduates obtained job readiness training, identification, case management and mental health support.

Price now works in construction. He is living in emergency housing in Spokane. With a job and place to live, he is focused on improving his relationship with his daughter.

“This class opened my eyes and challenged me for better outcomes,” he said.

Students in the job readiness program receive certifications in OSHA regulations, First Aid and CPR. Students are also trained in forklift operations and flagging (traffic control). This training can allow them to apply for construction or road work jobs. The training is an important step in connecting graduates to potential employers, including us or other local jurisdictions.

Recent Tools for Success students in King County learn the basics of forklift operations as part of their job skills training.

The training programs are delivered by service provider i2 strategies. The program is paid for by our agency as part of the overall Encampment Resolution Program efforts, including funding through the WSDOT Office of Equity and Civil Rights.

In addition to job-specific skills, the program helps students address barriers to employment. Examples include:

• Driver licenses – both written and driving testing or help reissuing lost cards
• Obtaining GED transcripts/documentation
• Addressing mental or behavioral health challenges
• Partnering with local pre-apprenticeship and training programs for employment preparation certificates
• Employment preparation training (workplace expectations, communication skills, resume workshops, interview preparation, etc.)
• Case management support, including tips on how be successful after finding employment.

A job training student selects work boots. All students receive boots upon graduation. Work shoes and professional attire are an essential tool in being able to perform tasks and secure a job.

The training program helps people re-enter the workforce with pride. For some, they have faced years of disruption and now hope to be successful in their first jobs. Students receive help to identify potential careers and interests, prepare for interviews and more. There also is ongoing analysis of the training and student needs after graduation.

Success – by the numbers

These programs have started small to be sure there was enough support for each student. Initial results and individual successes have been encouraging.

In addition to an 80 percent graduation rate, many program graduates have found jobs and are in more safe and secure housing. These successes help stabilize their lives.

2023/2024 job training data for Encampment Resolution Program sites:

• 106 total assessments – individuals’ assessment for program readiness, potential job interests and other job-related barriers that may be present
• 157 service connections – connections include offers of housing, substance use disorder services, GED, behavioral health and legal services.
• 47 people graduated – includes graduates from two pre-apprenticeships in Spokane County, one flagging course and two job readiness courses in King County.
• 80% graduation rate (47 graduates/59 people enrolled)
• 26 graduates employed – total people employed in apprenticeship, flagging or other fields
• 14 graduates living in permanent house
• 15 graduates living in emergency housing
• 7 graduates living in local congregate or other nightly accommodations

*Data provided by service providers as of Aug. 1, 2024. These numbers are specific to King and Spokane County ERP sites.

And the support doesn’t end at the graduation ceremony. Our service providers continue to work with graduates to address challenges like not yet finding a job.

Ongoing support needed to address homelessness

Service providers say flexibility and a safety net of support are keys to helping build more stable lives.

The largest need is for more temporary and long-term housing. Washington’s Encampment Resolution Program works to safely and humanely close sites. This means moving people into secure housing and reducing safety concerns that come with people living along state highways. With our partners we’ve identified strategies that work. These strategies include housing and the job readiness training programs.

This work comes at a cost. We and other state partners do not have unlimited funds to address this need. We continue to share these concerns with lawmakers who set our priorities and budgets.

Our service providers see firsthand how employment training opportunities help people gain self-sufficiency. These programs offer long-term stability, a helping hand and restored dignity to our most vulnerable populations.

And everyone, regardless of their situation or dreams, deserves a chance for a brighter future.

Showing their age: Our rest areas are old and highlight the need for additional highway preservation investments

By: Tina Werner

You’ve likely visited at least one of Washington’s 47 safety rest areas in your lifetime – and some of you may be regular users during your statewide travels.

Maybe you visited the eastbound State Route 8 Elma rest area on your way home from Ocean Shores. Maybe you visited one of the Interstate 90 Winchester rest areas near Moses Lake heading to the Gorge. Maybe you were looking for a spot for your furry friend to stretch their four legs.

The SR 17 Blue Lake rest area near Coulee City offers restrooms, drinking fountains and a picnic area.

Regardless of your destination, our safety rest areas provide a valuable service to the 24 million people who use them each year. Rest areas help improve safety by giving the traveling public, commuters and freight haulers a place to stop and rest for a short period of time. This reduces drowsy driving. They also serve communities throughout the state by supporting the flow of goods and services, tourism and recreation.

But unfortunately, our rest areas are outdated and failing. On average, sites are around 47 years old, with construction dates varying from 1967-2011. If they were people, many would be planning for retirement by now. And, just like people with creaky knees, our rest areas are showing their years of wear and tear.

Recent I-82 Selah and I-90 Sprague closures – and creative solutions

This spring, during a routine inspection of the lagoon-style septic systems, crews discovered tears in the liners at two locations. The liners prevent untreated wastewater from seeping into the ground. The I-82 Selah rest area is 51 years old. The I-90 Sprague rest areas is 55. They are both almost eligible for senior discounts. At our Sprague location, the liner has failed before. This means there are recurring issues to our aging lagoon system. For environmental and safety concerns, the restroom facilities and the RV dump stations at both rest areas were temporarily closed. Portable toilets were provided.

Initial estimates for repairs were $2.2 million for Selah and $3.4 million for Sprague. We don’t have the funds to fully repair these locations within our existing operational budget. The funds aren’t available to us as facility improvement projects either. So, we had to get creative. Just like the problem-solving tv show, our planned fixes are “MacGyvered” worked arounds – not full solutions.

Throughout the summer months, contractor crews will remove and dispose of the damaged liners and install new ones.

It’s good news the rest areas will restore full service for travelers. But the not-so-great news is that because we’re not funded for needed repairs, this unexpected work means other critical projects will be delayed or canceled to pay for them.

Crews make repairs to the lagoon-style septic system liner at the Selah rest area in July 2024.

 In September, crews began to pump water from the I-90 Sprague Rest Area lagoon to make necessary repairs. Additional repairs will continue through fall.

The rest areas are expected to resume full operations this fall.

How did we get here?

Before you write in all caps, ‘JUST TAKE CARE OF IT!’ – we hear you. Our rest area attendants and maintenance crews work hard within the budgets provided and take pride in their service. Think of it like a home. Many of these rest areas are over 50 years old. Little to no major renovation work has been done in their lifetime, because we don’t have funding for that. Like your home, if you didn’t do important maintenance for 50 years, you’d see the pipes burst or a roof fail.

Our maintenance and preservation budget has been underfunded for decades. This has resulted in a backlog of work needed to keep our transportation system operating fully. We do our best with the funding the Legislature gives us. We also continue to work with state leaders to communicate our needs and the risks of not doing necessary work.

We have taken steps to reduce costs and extend the life of our facilities. We’ve patched roofs (instead of replacing them) and completed minimal waterline maintenance (instead of repairing or replacing entire systems). But those short-term fixes only work for so long.

Some repairs can be done at minimal cost; others are more expensive. For example, the I-5 Silver Lake Safety Rest Area closed in late 2019.The failing roof posed safety concerns for staff and guests. The roof can’t be repaired again, so it requires a costly replacement. The site remains closed while we complete a truck parking study. The Legislature requested we do this study to see if we can expand available truck parking options. Even a plan to convert the Silver Lake location to solely truck parking and demolish the rest area entirely, though, would cost over $5 million. We do not have those resources. We expect to have results from the study in December 2024. Then we can work on preliminary decisions for the site.

Damage to the walls and roof at the Silver Lake rest area forced us to close the location for public safety.

Without more investments into rest areas, we’ll see more closures in the coming years. If we had the resources to make more substantial repairs or completely renovate a facility, we would. We hear from the public daily about their experience and feedback at our rest areas. We’ve worked to stretch our dollars as far as possible, but now all we can do is try to reduce the rate of deterioration.

Facility concerns foreshadowed in our strategic plan

In 2023, we updated our safety rest area strategic plan – the first major update since 2008 – to address these concerns and chart a future for the program.

We know the needs of travelers have changed over the years. That’s why we conducted public outreach to more than 5,300 people across the state when drafting the plan. The population has grown. More people are driving electric vehicles. ADA and other accommodations are needed to serve all travelers – including items like adding infant changing stations to men’s restrooms (yep, we see you fellas!).

The rest area plan does not call for adding or closing any existing locations, but it does highlight the ongoing needs to keep them working. 87 percent of our rest areas were rated as “critical condition” in 2021. More than half of the buildings will be 50 years or older by 2031. The study also identified $375-$525 million needed over the next fifteen years to upgrade or renovate these aging buildings.

We shared findings with the public and state lawmakers last fall. This new plan will be used to guide conversations with state leaders – who set our budget – going forward. With the price tag and many competing needs, though, there is no easy or overnight solution.

Taking care of what we have

The day-to-day operations of our rest areas continue even with these funding concerns. Many guests say our rest areas are their first impression when they visit. We work hard to make it a good one. Our rest area attendants work hard to restock and clean sites multiple times a day for 24 million visitors a year. Maintenance work often includes mowing, repairing picnic benches, litter removal, repainting or repairing broken restroom amenities.

A maintenance crew member mows the grass as part of maintenance at the I-5 Scatter Creek rest area in Thurston County.

What’s next?

We will continue to work with lawmakers who set our rest area budgets.

We know that rest areas conditions, safety and amenities are a real concern for people – we use them too. We will continue our “MacGyver” work to keep them running as best as possible with the resources we have. At some point, if we continue crafting one-of-a-kind repairs and not fully funding these needs, it may turn into a complete closure. No one wants that. Please be patient with us during emergency and unplanned closures. Know we’re working as fast as we can with the resources available.

If you have questions about how other states manage their rest area operations, funding or privatization, check out our 2023 safety rest area strategic plan for details.