Renton to Bellevue project update: New timeline

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

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

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

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

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

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

What happens next?

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

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

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

Answering your questions about the SR 167 Completion Project

By: Lizzy Buechel

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

Tolling the SR 167 Expressway between Puyallup and Tacoma

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

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

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

Paying for tolls

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

Setting toll rates

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

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

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

Why tolls are needed

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

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

How tolls differ from the RTA tax

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

Commute changes on North Meridian Avenue in Puyallup

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

Selecting an interchange design

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

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

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

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

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

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

North from Puyallup toward Edgewood and Milton

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

South from Edgewood and Milton toward Puyallup

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

Northeast from Puyallup toward Sumner

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

Southeast from Edgewood and Milton to Sumner

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

Northwest from Sumner toward Edgewood and Milton

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

Southwest from Sumner toward Puyallup

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

More diverging diamond interchange resources

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

Safety on the future spuyaləpabš Trail

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

Environmental evaluations

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

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

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

Sound walls and traffic noise barriers

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

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

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

More project updates

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

Contacting the project team

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

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

By:  Angela Cochran and Adrienne Hatmaker

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

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

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

Preserving our highways

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

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

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

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

Types of pavement

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

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

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

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

Get to know the US 2 trestle system

By: Eric Zackula

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

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

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

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

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

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

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

So how is this study different?

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

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

What's coming?

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

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

Previous blogs

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

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

By: Lauren Penning

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

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

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

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

What’s happening soon

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

What drivers should know

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

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

How the new setup will work

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

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

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

Expect slower traffic at first

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

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

Why add traffic signals?

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

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

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

What’s coming next

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

Behind the scenes of Workman Wednesday

By: Lauren Padgett

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

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

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

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

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

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

Watch MJ's "Workman Wednesday" on TikTok!

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

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

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

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

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

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

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

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

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

Other viewers agreed.

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

Preparing for winter: How maintenance crews gear up for snow and ice season

By: Tina Werner

Just as you might prepare your home for colder weather, our maintenance crews and mechanics are busy getting ready for winter. Our mechanics service more than 500 snowplows, 141 loaders, 20 snowblowers and five tow plows across the state. Our crews use this equipment to support safe and reliable travel.

A mechanic at our Wenatchee shop repairs a snowblower prior to the winter season.

Each winter, about 1,500 employees are directly involved in snow and ice operations across state highways. That includes several mountain passes. They order equipment, replace worn parts and prepare trucks for the rugged season ahead. They complete Commercial Driver’s License training. Before winter starts, they coordinate with fellow first responders like law enforcement partners, fire departments and tow truck operators in their communities. But even with all this preparation, we still need your help to keep roads safe. You can help by planning ahead and being prepared for winter driving conditions.

Mechanics at our Wenatchee shop service several trucks prior to the winter season.

 A mechanic in Union Gap completes repairs to a truck, ensuring its ready for the winter ahead.

Mountain pass closures and priority routes

Mountain pass closures happen every winter for a variety of reasons. Those might include spinouts, crashes, unprepared drivers, avalanche control operations or unsafe weather conditions that prevent crews from safely clearing the road. When this happens, Incident Response, maintenance crews, tow operators and other first responders work together to clear the road. Please give them room to work safely and expect delays. Larger crashes may require specialized tow equipment, which increases response and closure times. If a spill occurs, cleanup can take even longer. Everyone can do their part to keep passes and roadways open. This includes updating your travel plans if closures occur and staying up to date using WSDOT’s tools.

 A driver lost control of a semi on Interstate 90 in March 2025. The crash resulted in an extended closure of I-90 in both directions from North Bend to Ellensburg while specialized tow trucks removed the crashed vehicles.

As we do every winter, crews will “swarm to the storm”. That means moving available resources to highest affected or priority routes during storms. As always, we prioritize our work based on by safety, available resources and pre-existing priority routes. Our crews focus on clearing major interstates first. Then we clear roadways for the largest number of travelers. Finally, crews move down to less frequently traveled roadways and shared use paths.

Follow tire chains and traction tire notices

When weather conditions require tire chains, it’s for everyone’s safety. Unfortunately, we often see pass closures caused by drivers who ignore chain-up signs and then lose control. Just one unprepared driver can close the pass for everyone. Failing to install chains when posted can result in a fine of up to $500. While our agency does not issue tickets, we partner with the Washington State Patrol to help enforce these requirements. If you’re unsure about your vehicle’s performance or your comfort level driving in snow, consider waiting to travel until conditions improve. There’s no shame in waiting out a storm.

Crew members teach fellow employees the correct way to install tire chains on our heavy equipment in Wenatchee.

Where is the plow?

If you see a section of roadway with no plows, they are likely tandem plowing on another route or plowing the road in other locations. Each plow covers between 40 and 100 miles of highway and typically travels 25 to 35 mph while operating. During severe storms, plows and other equipment are often shifted between areas to increase response in the most affected regions. Please be patient, drive smart and never pass a plow unless you have a clear and safe opportunity to do so.

A crew tandem plows State Route 16 in Tacoma. Tandem plowing is a method where multiple snowplows operate in a staggered formation to clear several lanes of a roadway simultaneously.

Training and preparation

The safety of both crews and the traveling public is our top priority. If conditions prevent crews from safely keeping a road open, we will close it to protect everyone. Crews have completed additional winter training and prep, including temporary equipment installations and refresher exercises. All this training and prep means they’re prepared when the first winter storm hits.

Crews participated in material calibration training in Chehalis. An outside expert from FORCE led the October training, providing guidance to three separate crews on proper techniques and data collection.

A group of trucks line up for a winter training course day in Monroe. The exercise combined hands on and classroom curriculum to prepare crews for winter.

Do your part to prepare for winter travel

Our crews are doing their part, but we need the public’s help too to keep highways open and safe.

We ask travelers to:

1. Be prepared for possible delays and ensure you carry appropriate winter travel gear.
2. Stay informed. Check weather and conditions before you leave and during travel as winter weather changes quickly – if you are driving, never check from behind the wheel, pull over to a safe spot or ask a passenger to check. Use WSODT’s tools to stay informed of conditions and possible closures.
3. Carry chains. Requiring chains in certain conditions allows travelers to continue moving during storms rather than closing a pass or roadway. If you haven’t before, look into getting chains or traction alternatives recommended for your vehicle. Practice installing chains at home or driveway. You do not want to install chains for your first time along the side of a highway during a winter storm.
4. Always expect winter travel conditions. Drive knowing and expecting that snow and ice conditions could be present. Roads that appear wet could be black ice.
5. Even if you don’t see them, our crews are out there. Plows must travel slowly to safely clear roads. Our maintenance crews often work on alternate routes or sections of highway to reach bare and wet conditions. Our crews take great pride in their work and many live in the communities where they serve.

A mechanic poses in front of a vintage WSDOT truck in 1972 near our Preston maintenance shed.

Water fight: Lots of work to curb erosion along Hood Canal on State Route 106 in Mason County

By: April Leigh 

State Route 106 meanders along an idyllic landscape of water, rock and treed hillsides.

SR 106 is a two-lane highway along the Hood Canal in Mason County.

But when you couple strong storms with king tides at this picturesque spot, it’s a recipe for roadway flooding.

Heavy rains cause higher, faster water to run down the hill on one side. On the other side, higher tides can surge and overwhelm drainage systems.

Destructive waters

We’ve seen mother nature’s destructive touch on this road firsthand. Over the last three years we’ve had to close portions of SR 106 several times due to flooding. We’ve also had to fix several slides along the shoulder where steep hills meet the highway.

A slide closed SR 106 for several hours at milepost 2.4 after heavy rains in November 2024.

Most recently, our maintenance crews have focused on shoreline erosion along the side of the road near Hood Canal. Steeper areas have slowly eroded. In some places you can see where the embankment has inched closer to the shoulder of the road.

An embankment fell and closed the shoulder of SR 106 at milepost 2.9 in April 2025.

A soggy uphill battle

This time of year, our maintenance crews are gearing up for another season of fighting water on SR 106. It will be a bit different this year though. During the wet months ahead, they’ll closely watch a series of new hillside repairs built this summer.

Maintenance crews use biodegradable mats and vegetation to shore up an embankment next to SR 106 along the Hood Canal in Mason County.

From May through September this year, we built erosion control projects at 17 spots along the 20-mile highway.

Crew members are no strangers to this type of erosion control work on SR 106. However, completing 17 projects in one summer is a huge achievement, particularly when you consider how close the work is to the shoreline. Before we begin construction, we have to understand how the work will affect the environment. We also have to get engineering approvals and all the right permits.

During construction, we rebuilt rock walls at some locations. We reinforced other locations with biodegradable fabric and plants to help hold the hillside in place.

This work is designed to slow the water down and promote a better environment for wildlife along the canal.

It’s an uphill battle though. Each of the 17 locations completed this summer were prioritized based on need at the time.

There are more than 40 other locations along this highway currently identified for repairs. And that list gets longer and changes every time we have a strong storm event at the same time as a king tide. We plan to complete more sites in the coming years, but a lot depends on priority, available resources and mother nature.

Maintenance crews use an excavator to place boulders along a newly rebuilt retaining wall beside SR 106.

The work on SR 106 is just one kind of work our crews focused on this summer. Our summers include many types of projects that help prepare our roads and bridges for the upcoming rainy season.

See more photos of summer maintenance work in 2025 in Olympic Region.

Help prevent roadside flooding

Roadside flooding is not just a problem along SR 106. It’s everywhere in western Washington. Soon, we’ll see water rush down steep hills, flood storm drains and pool on roadways.

If you live near a state highway, you can help reduce the chances of roadside flooding. Here are some preventative maintenance tips for your property:

• Clean out your roof gutters
• Keep your storm drains clear
• Check your driveway culverts for debris

The time has come! New tolling rules on SR 167 go into effect on Monday, Oct. 20

By: Lauren McLaughlin 

For most of the year we’ve been telling people that big changes are coming to SR 167 this fall. That’s still true, but things will look a little different than originally planned due to a late-September bridge strike in Pacific, which triggered lane closures in the northbound direction until repairs are made.

Some of the changes are easy to spot if you’ve been driving on SR 167, but not all of them are obvious, so here’s a breakdown on what those changes are and what they mean for you.

Carpoolers must have a Flex Pass

The biggest change is for people who currently carpool on SR 167. Starting Oct. 20 if you want to continue to carpool toll free you will need to have a Good To Go!account and a Flex Pass set to HOV mode.

An example of the Good To Go! Flex Pass, that shows the pass in both modes. When you are traveling alone make sure “TOLL” is showing. When you are carpooling, make sure “HOV” is showing. 

If you do not have a Flex Pass set to HOV mode, you will be charged a toll for your trip regardless of how many people are in the vehicle.

Motorcycles will also need an account and a Motorcycle pass to continue to travel toll free.

You will still only need two people in the car to qualify as a carpool, but you must have the Flex Pass installed in the vehicle to travel toll-free. All other vehicles will pay a toll regardless of how many people are in the vehicle.

We're giving away a limited number of free Flex Passes right now. Visit www.GoodToGo167.com to get a promo code you can use to order a free one.

Now offering Pay By Mail

On all other toll roads in Washington, drivers have the choice to use the toll road without a Good To Go! account or pass, but that hasn’t been the case for SR 167. To legally use the lane, you needed to have a Good To Go! pass, or be a carpool.

This summer we updated the tolling equipment on SR 167, and that included installing cameras that will take a photo of your license plate if you do not have a pass so we can send you a bill in the mail after your trip. This allows drivers to decide in the moment if the toll is worth it for their trip.

New signs

As you’ve probably already noticed, the new signs list up to three different toll rates. That’s because we’re splitting SR 167 into three toll zones, like you see on I-405.

These zones allow us to better manage the toll rates throughout the corridor. If there’s heavy traffic in one toll zone, the toll rates might be higher in that area. If traffic is flowing freely in another area, the toll rate may be lower.

The new toll rate signs will show up to three toll rates, one for each toll zone. You only need to pay attention to the toll rate listed by where you will exit the tolled lane. 

There will be three tolls listed on the sign, but you don’t add them up. You lock in the price you see when you enter the lanes, and you only pay the toll listed next to your planned exit.

The toll rates range between $1 and $15 if you have a Good To Go! account and pass, same as they do now. But you’ll only pay for the distance you travel.

New striping

Along with the new toll zones, SR 167 will be restriped. There will be dashed lines where you can enter or exit the tolled lane and double white lines everywhere else – which are illegal to cross.

What’s delayed

The original plan was to convert six miles of northbound HOV lane between Sumner and Pacific into an express tolled lane when the rest of the system changes went into effect. Given the current situation with the bridge strike in Pacific, we will be delaying the conversion of the HOV lane until all lanes of SR 167 reopen.

While we can’t delay all the changes, we wanted to provide some relief where it was possible to do so.

Why we can’t delay more

Delaying the start of the toll changes would substantially increase the cost of the project and jeopardize a future start date. Much of the remaining work is weather-dependent and we would run out of time to complete the work within the window of good weather this year.

Why these changes are needed

This work has been in progress since 2023 with the ultimate goal of creating an approximately 50-mile managed lane corridor. That would allow drivers to travel all the way between Sumner and Lynnwood without needing to exit the tolled lanes. To do that, the tolled lane on SR 167 needs to work the same way as the toll lanes on I-405.

The goal of express toll lanes is to provide a reliable trip for transit, carpoolers and drivers who choose to pay a toll. With the new rules and equipment in place, the toll lanes on SR 167 will provide a more reliable trip. As volumes increase in the express toll lanes, so does the toll rate, which helps avoid overfilling the lanes to ensure a reliable trip for people choosing to use the lanes.

History of the SR 167 HOT lanes

The SR 167 HOT lanes opened in 2008 as a pilot program to test if tolling could be used as traffic management tool. The pilot was one of the first of its kind in the country. At the time, the equipment was state-of-the-art. After 17 years, the equipment has aged and no longer meets the needs of our system or our customers.

Like all systems, tolling equipment must be regularly updated so it continues to work reliably. Our oldest toll road is the Tacoma Narrows Bridge. Earlier this year we updated all the equipment on the bridge for the first time in nearly 19 years. We also monitor other roadways as they age to make sure the equipment still meets our needs. We will consider equipment updates on those roads as needed.

New technology improves avalanche safety and response times for Snoqualmie Pass winter closures

By: Tina Werner

If you’ve ever tried to travel between North Bend and Cle Elum during a winter storm, chances are you’ve been delayed by spinouts, crashes or heavy snowfall. You might have even been held up by our specialized crews forcing an avalanche in a secured location to reduce the risk to travelers below.

Interstate 90 over Snoqualmie Pass is one of Washington’s busiest mountain passes. An average of 34,000 vehicles use it each day, including thousands of trucks moving goods across the state.

When a mountain pass closes, it affects everyone - students, freight haulers, businesses and people taking medical trips. This photo shows I-90 Snoqualmie Pass a few years ago after a big crash that shut the highway. The closure lasted for hours while crews cleaned up and towed vehicles.

That’s why for several years we’ve been working toward replacing our old, inefficient system that forces controlled avalanches on Snoqualmie Pass with safer, more reliable technology. Thanks to one-time funding from the Washington State Legislature (senate bill 5161), this year we finally did.

Ending artillery use on Snoqualmie Pass

Artillery systems have been used to trigger avalanches on Snoqualmie Pass since the 1980s. Our avalanche specialists began operating them when the westbound lanes of I-90 first opened. Over the past 40 years, the team has used several types of artillery for this work, including

• A recoilless rifle
• An M60 tank
• A World War II-era Howitzer (loaned to us from the U.S. Army)

Each system works similarly. They fire a projectile into unstable snow to trigger an avalanche in a controlled manner. After that is complete, our maintenance crews clear the debris and safely reopen the highway to travelers.

While effective, artillery systems like the Howitzer are outdated. They are also costly to lease and near the end of their serviceable life. The older systems also require crews to work closer to explosives than today’s newer systems. Even with strict safety protocols, crews experience risks.

Launching artillery was no small task. Set up alone could close I-90 for up to six hours before firing the first shot. Preparing for extended closures requires significant time and staffing. Travelers must be cleared from the closure area to force the avalanche in a controlled manner. Then we secure the zone to keep people safe and clean up the fallen debris after each operation. Other states have encountered the same challenges and are also phasing out artillery systems in favor of safer, more efficient technologies.

Three team members fire a recoilless rifle along Snoqualmie Pass to force an avalanche. A recoilless rifle is one of several old artillery systems that have been used historically for forcing avalanches on Snoqualmie Pass and around the state.

Enter Remote Avalanche Control systems

This year, we installed a new Remote Avalanche Control system on Snoqualmie Pass. Powered by solar panels, the system allows crews to safely trigger avalanches from miles away from travelers.

Our first tower was installed this year just west of Snoqualmie Pass. Remote Avalanche Control systems are more efficient, reduce mobilization time and are safer for crews to operate than artillery systems.

The benefits are big:

• Faster mobilization : What once took four to six hours can now be ready at a moment’s notice.
• Potentially shorter closures : Avalanche work used to shut down the pass for many hours due to the labor and equipment set up needed. Now, crews may only need 30 minutes to two hours.
• Longer lifespan: The system is expected to last at least 30 years and is not on loan from another state or federal agency. We own it outright.
• Safer operations: Crews can work from a secure distance while still reducing avalanche risk.

We have already seen success with similar remote avalanche control systems on US 2 Stevens Pass. With eight total systems now operating in Washington, we’re joining states like Colorado, Utah, Alaska, Wyoming and California in adopting this modern technology. This is a safer, more effective system than what we were previously using to get the job done.

A worker opens a box that holds 12 explosives. The explosives can be triggered from far away to make a controlled avalanche. By bringing snow down in a calculated way, crews can clear slopes and reduce the risk of an unpredictable slide reaching the roadway.

Our Snoqualmie Pass avalanche team typically conducts several controlled avalanche missions every winter. Each operation requires closing a section of I-90.

“Previously, my crew was less than a foot away from launching artillery systems,” said John Stimberis, WSDOT Avalanche Control Supervisor for Snoqualmie Pass. “Now we’ll be able to force an avalanche in a controlled environment, potentially miles away.”

John has been with our agency for 25 years. He is nationally and globally recognized in the avalanche sector as one of the best and brightest. He graduated from the University of Washington and collaborates with other states, countries, ski resorts and universities on training and expertise. We are grateful to have him leading our program at Snoqualmie Pass.

Beyond remote systems

Avalanche work doesn’t stop with remote systems. Our avalanche team consists of three full-time and two on-call specialists. They rely on other tools to keep mountain highways safe. One method used are trams. These are like ski lifts and are used to place explosives in targeted snowfields. These complement our remote avalanche control systems and give crews options depending on conditions. When weather allows, we may also contract helicopters to drop explosives in hard-to-reach areas. All this work is done in closed locations where traffic is not present. During extreme storms however, helicopter services are often unavailable, so we must rely on other methods.

John holds a green pulley used on a tram to deliver explosives for triggering controlled avalanches.

Unmanaged avalanches can be deadly. While we can’t control the weather, we can reduce risk to travelers and our crews. Our specialists train extensively and follow strict safety protocols. We also partner with groups like the Northwest Avalanche Center, National Weather Service and WeatherNet to forecast storms. Forecast modeling helps inform our maintenance supervisors where to dedicate equipment and crews.

A truck moves salt from a maintenance storage shed during the winter.

When a storm hits, we shift people and equipment to where the need is greatest - a strategy we call “swarming the storm .” Crews work around the clock, even if you don’t always see them. If a plow isn’t on your route at a given moment, chances are it’s clearing another critical area or heading your way. Most snowplows cover anywhere from 40 to 100 miles of roadway per day.

Safer, smarter winters ahead

The new Remote Avalanche Control system is a major step forward in keeping Snoqualmie Pass safer. It allows us to prevent more uncontrolled avalanches. By combining modern technology with decades of expertise, our crew can respond more quickly and work in safer conditions.

That said, travelers should still expect long closures. Most winter highway closures are preventable. Most delays on cross-state routes like I-90, US 2, SR 14 and US 12 are caused by drivers going too fast for conditions, ignoring chain-up requirements or driving impaired or distracted. These behaviors put everyone at risk and lead to unnecessary closures.

How long it takes to open the road depends on many factors: weather patterns, avalanche activity, cleanup operations and sharing of equipment and staff across regions. We make every effort to provide timely, accurate updates, but conditions can change quickly. Follow chain up requirements, slow down on snow and ice and remain alert. Thank you for your patience and partnership in helping keep mountain passes open and safe.

A group of snowplows – what we call “tandem plowing” – clearing State Route 16 in Tacoma. This technique helps clear roadways of snow and ice in one pass.