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 currently have a limited number of Flex Passes available, and we’re giving them away at no cost. 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.

A passion for demolition derby and maintaining our roads

 By: Elizabeth Mount

At first glance, demolition derby and highway maintenance work don’t have anything in common. But for Monty Lagerwey, demo derby taught him invaluable skills for his career in road maintenance.

Our maintenance workers are embedded in our communities and Monty is an example of learning from his passion and putting it back into our community with road maintenance work.

Demo derby is where modified vehicles purposefully crash into each other until only one is left that can move.

Monty has been a highway maintenance tech in Bellingham for six years. He says he never knows what his days will look like; some days he will repair guardrail or pavement or even plow the roads. But one thing he is sure of: his experience in demo derby taught him how to keep a watchful eye and ear out for oncoming vehicles.

Monty Lagerwey stands in the Bellingham maintenance yard wearing his demo derby shirt.

“When I am driving out on the derby, I have to know where everything is coming from,” he said. “It’s the same when we’re driving equipment down the road. It’s all about paying attention to your surroundings.”

Monty’s little brother was first in the family to get involved in Whatcom County’s demo derby scene. For Monty’s 30th birthday, his brother built him his own derby car – and now, Monty has been derby-ing for 21 years. And it’s a family affair, with three of Monty’s brothers all competing.

Monty and his brother after taking first and second at the demo derby.

This summer, Monty participated in the Northwest Washington Fair demo derby in two categories, or heats, winning the “chain and go” competition.

Chain and go is a category where the vehicles used in the competition have been stripped down, and a variety of chains, wires and welding are used to rebuild it for demo derby. Monty also likes to compete in the big truck competition.

Monty will use a Lincoln Town Car from 1993-97 for the chain and go competition and usually a Suburban for the big truck competition (this year he tried a Ford F350 and thinks he’s convinced to switch over). Every year he learns something new about how his builds hold up in the derby and what to change for the next year.

Monty and his family stand in front of his demo derby car after he won a trophy.

Monty says the mechanical work he learned doing demo derby has also helped with his work at WSDOT.

“Building demo derby cars, I learned how to fabricate things,” he said. “I have been able to transfer that knowledge to WSDOT in regard to figuring out how to bolt and weld.”

In chain and go, the battery and fuel tank are moved inside the vehicle. They are welded or chained in place. Monty also will punch out the windows, build a roll cage, modify where the engine is and create specific creases in his cars where he wants it to bend if it’s hit.

He says whether you’re working with one other person or a team, demo derby taught him how to work with other people. Monty works alongside his teammates to get better after each heat. He compares it to working alongside his maintenance crew.

Monty says it took him 18 years before he won a competition. He would get second or third place often, but he kept at it and has won a handful of derbies now.

At the end of the day, Monty loves to put on a good show for anyone who takes the time and money to go to a derby.

The One Where We Remind You Life Is Gonna Be This Way (for a while)

By: RB McKeon

Monica Gellar with a turkey on her head standing in the kitchen talking to Chandler Bing from the FRIENDS episode, The One With All The Thanksgivings.

This summer, northbound I-5 across the Ship Canal Bridge was down to two lanes 24/7 for four weeks and it was a big shift on Seattle’s busiest freeway. And while it wasn’t easy, you adjusted. People tried new routes, left earlier or later and even hopped on transit.

What did we observe?

Even with major summer events like the Torchlight Parade, Seafair weekend, back-to-back concerts at Lumen Field and countless Seattle sports games, the region kept moving. That was thanks to choices travelers made and the coordination of city partners, transit agencies and first responders who added service, supported traffic flow and helped keep things running smoothly.

What did we accomplish?

During those four weeks, crews resurfaced nearly 20 percent or about 900 feet of the northbound bridge deck, replaced five expansion joints and installed 94 drains and scuppers (drains built specifically for the bridge curb) to prepare for rainy weather. The work gave us a closer look at the bridge deck and set us up for what’s next.

Hydromilling machine removes a second, deeper layer of the bridge deck

What’s next?

Starting Oct. 10, we shift the focus to the southbound lanes to finish drainage improvements. Crews will saw-cut concrete, jackhammer holes, place drainage and pour concrete to lock everything in place. To do this safely, southbound I-5 across the Ship Canal Bridge, from about the Northeast 45th Street/Northeast 50th Street off-ramp to the SR 520 interchange, will be reduced to two lanes on six weekends:

Oct. 10–13
Oct. 17–20
Oct. 31–Nov. 3
Nov. 21–24
Dec. 5–8
Jan. 9–12

Lane reductions begin as early as 10 p.m. Fridays and all lanes reopen by 5 a.m. Mondays. We’ve again worked with our partners to select these weekends based on what’s happening in Seattle, and of course, to avoid the holidays, although we will work the weekend before Thanksgiving 2025.

The express lanes will be your best friend: they’ll run southbound 24/7 all weekend and as a reminder they’re open to all drivers. You can enter at all the regular locations starting at Northgate, with the first exit at Mercer Street and rejoining I-5 near the Chinatown-International District. If you’re heading north, just know the lanes won’t flip so you may see extra delays.

Map showing the lane reductions on southbound I-5 planned over the course of six weekends. The express lanes are shown operating in the direction of the closure.

This fall’s work is another key step toward the bigger job ahead: major bridge deck work in 2026 (northbound) and 2027 (southbound). The lessons we learned this summer about timing, traffic patterns, and how the system responds are helping us plan ahead so we can keep Seattle moving through this major preservation work.

A busy summer, indeed! A recap of highway maintenance accomplishments across Washington

 By: Tina Werner

Whether you visited an ocean beach, rode a ferry to the San Juan Islands, camped at Riverside State Park or stopped by the Grand Coulee Dam this summer – chances are you encountered orange cones and work zones. Some of those were for new construction projects, but many others were our own highway maintenance crews. These crews work hard to keep Washington’s roadways, bridges, tunnels, overpasses and rest areas safe and reliable.

What does all that summer work look like? How about repairing 1.8 million square feet of pavement, installing 125,000 pavement reflectors and restocking 3,000 miles’ worth of toilet paper in rest areas? And that’s just to name a few highlights. (See details below).

State Route 99 maintenance crews in Seattle test the system that detects excess heat in the tunnel. If a car overheats or there is a fire in the tunnel, the system activates several safety systems to protect travelers and emergency responders. They test this as part of their regular maintenance and inspection duties.

Highway maintenance workers

Nearly 1,500 maintenance workers are stationed across the state, from Othello to Port Orchard and Chehalis to Pullman. Their responsibilities are broad and often behind the scenes. Consider just a part of what they help manage and maintain:

• 18,700 lane miles of highway 
• 47 safety rest areas
• 3,400 state-owned and maintained bridges
• 1,200 traffic signal locations
• 3,400 highway lights
• 14,000 active or real-time pieces of equipment like electronic highway signs, electrical transformers, road weather information systems and traffic cameras.
• Nearly 100,000 acres of rights of way

 Specialized crews installed thousands of new reflectors along I-5 from the King/Pierce county line to the U.S.–Canada border (excluding active construction zones), improving visibility and roadway safety.

And their work? Some of our highway maintenance crews keep safety rest areas clean and operational. Others perform routine bridge or tunnel maintenance, such as the SR 104 Hood Canal Bridge or the SR 25 Northport Bridge in Stevens County. Crews also fix potholes, repair damaged guardrail hit by drivers, mow grass to ensure clear sightlines for travelers, inspect catch basins and address invasive plants along our rights of way. In many parts of the state, they also are first responders to crash scenes, working side-by-side with law enforcement and tow trucks. They partner with local jurisdictions to jointly clean on- and off-ramps, along with the state departments of Ecology or Corrections. They share work zone safety tips with thousands of attendees at the Washington State Fair, alongside the Washington State Patrol and other partners. And, if we are lucky, they even act in some of our very own TikTok videos showcasing our snowplows.

A summer’s worth of work

Winter is often focused on snow and ice, but summer is when crews take care of their laundry-list of improvements. Here’s an overview of things they accomplished from June 1 through Aug. 31 (drum roll please) ….

• 11,542 lane miles of road stripes painted to keep roads clearly marked.
• 9,796 square feet of potholes patched to provide a smoother ride for travelers.
• 1.8 million square feet of pavement repairs were completed.
• 18,044 feet of guardrail replaced – even though damage outpaces the resources we have to repair it.
• 125,000 reflectors installed along I-5 from the Pierce/King county line to the U.S./Canada border (outside of active construction zones).
• 16,942 miles of roadsides mowed/cleared (about 10,268 acres) to improve visibility and control invasive plants.
• 1,178 hazardous or deceased trees removed to keep roads safe and improve visibility.
• 3,000 miles of toilet paper dispensed at rest areas – enough to stretch from Seattle to New York. (This is an average based on six squares per person.)
• 40,000 hours cleaning rest areas to support safe summer travels.
• 9,937 catch basins inspected and cleared to keep stormwater flowing. This work is critical, especially before the rainy season.
• 315 culverts repaired, separate from our fish passage work which is part of new construction projects.
• 3,765 miles of roadway swept to clear small debris.
• 327,354 square feet of graffiti removed.
• 335 tons of trash collected - equal to nearly 44,650 full litter bags. ( Maintenance crews dispose of the bags/Litter is picked up by Ecology crews and Adopt-A-Highway volunteers .)
• All told, 53,000 unique work entries for highway maintenance were logged statewide.

In August, crews completed annual summer maintenance on SR 18 between Issaquah-Hobart Road and Deep Creek. Work included pavement repairs, mowing and sign and guardrail repairs.

This summer, crews replaced a damaged attenuator along SR 18. Attenuators act as buffers that absorb the impact in crashes, improving safety.

Maintenance crews repair potholes along eastbound I-90 in Spokane Valley. This work was done at night, when there is less traffic.

Crews use a vactor truck to vacuum up and clean out a storm drain along I-90 near downtown Spokane.

Taking care of what we have

The reality is that despite all this work, we have far more highway maintenance needs than resources. Lawmakers set our budget priorities, and we focus first on our most critical safety work instead of aesthetically pleasing ones. Our funding also often has specific rules about how it can be used. For example, construction dollars cannot be redirected to day-to-day maintenance work. We also must maintain a balanced budget at the end of each biennium. That means if winter costs are higher than expected, spring work is often reduced or cut to keep everything in that specific budget balanced. Rising costs of materials, global supply chain issues and an aging transportation system all make this work even more challenging.

Give ‘em a Brake

As we transition from summer maintenance to winter operations, please remember to slow down in work zones or wherever you see our crews. Our workers are people just like you – and many are also volunteer firefighters and youth sports coaches in their communities. They all want to return safely to their loved ones at the end of the day. Putting down the phone, staying alert and never driving impaired are all basic steps you can take to help make that possible.

Crews fill large wire baskets with rocks and place them at the bottom of the SR 25 Northport Bridge in Stevens County to help stop the soil from washing away.

Join us

Does this work and photos we shared look like fun? If you’re looking for work that makes a difference in communities across Washington, we’re hiring! Learn more about joining our highway maintenance team online.

Washington State Ferries summer report card: How’d we do?

 By Bryn Hunter

As students head back to school and focus on report cards, we’re reflecting on our own. This summer was our busiest season since 2019, and Washington State Ferries was tested with its toughest challenge yet—restoring full 18-boat domestic service.

Last spring we announced added sailings on three routes: Seattle/Bremerton, Fauntleroy/Vashon/Southworth and Port Townsend/Coupeville. This was a big deal for our customers. Systemwide, it meant nearly 10% more service , or about 4,000 added sailings during the peak season. That meant a lot more options for our customers to sail with us.

But there were concerns that increased service might mean more canceled trips due to crewing availability, or more boats out of service for repairs and unplanned maintenance.

So, with all that in mind, how’d it go?

To be honest, pretty great.

From June 15 through Sept. 21, 2025, we measured the following:

Ridership: The number of drivers and vehicles combined with vehicle and walk-on passengers.

On-time performance: The percentage of sailings departing within 10 minutes of their scheduled departure time (our goal is at least 95%).

We added almost 50% more service on the Seattle/Bremerton route and saw nearly 150,000 more passengers use the route this summer. About 30,000 more passengers rode the Port Townsend/Coupeville route with added service as well. The Fauntleroy/Vashon/Southworth route was restored to a more reliable daily three-boat schedule two weeks into our summer season, causing on-time performance for the season to go from 73.6% last year to 85.7% this year.

Throughout the system we had almost 500,000 more passengers ride the ferries this summer compared to Summer 2024. That’s a 7.4% increase. Even with added service we also increased our overall on time performance from 71.6% in 2024 to 76.7% this summer.

We maintained all this service using our updated Service Contingency Plan published early this year.

We also tracked the two things we had concerns about. One was cancelled sailings due to crew shortages. The other was vessels that were taken out of service unexpectedly. We had 191 canceled sailings due to lack of crewing, down from 617 last summer. Canceled trips because of unexpected vessel outages totaled 134, compared to 65 in 2024.

We saw a clear drop in crew-related cancellations compared to summer 2024. That shows our hiring and training efforts paying off. Even with a worldwide mariner shortage and many pending retirements, we are building the workforce we need. We’re investing in the engine room, deck crew and terminal staff of the future and seeing the results of that today.

We also had 18 of our 21 ferries in service while building the next generation of ferries. For now, we have fewer ferries than we would like. But thanks to the hard work and creativity of our engine room employees and Eagle Harbor Maintenance Facility team, we can still offer this level of service while we wait for new ferries.

As we head into fall, we’re encouraging ferry riders to plan ahead using some of our travel tips. We just posted our updated best times to travel charts. And as always, you can check out our real-time map, and rider alerts, or follow us on X or Bluesky for updated service information pages. Not sure about how best to ride a route? Contact our customer service department and an agent can help you plan your trip.

Happy sailing! And thanks for choosing Washington State Ferries.

Southbound I-5 and sections of SR 18 and I-90 in King County to close Sept. 26-29

by: Sidney Orr 

***EDIT September 26, 2025: 

The closure of southbound I-405 between SR 900/East Sunset Boulevard and SR 167 is canceled due to equipment issues and will be rescheduled to another weekend. The post below has been updated to remove this closure. All other highway closures are still happening.

*****

Make your weekend game plan now!

The University of Washington Huskies play the Ohio State Buckeyes on Saturday, Sept. 27. But starting Friday night, Sept. 26, our crews will also hit the field with big construction work across King County. Closures will last through Monday, Sept. 29. As crews tackle their work, drivers should make a game plan too.

Huddle up! Here’s the starting lineup:

I-5 southbound through Kent and Des Moines

• Southbound I-5 will close from SR 516/Kent Des Moines Road to South 272nd Street. The southbound SR 509 expressway will also close from 24th Avenue South to I-5.
• Game time: 11:59 p.m. Friday, Sept. 26, to 4 a.m. Monday, Sept. 29.
• Game plan: Crews will replace 60 worn-out concrete panels.
• Local drivers can detour using SR 99 or Military Road South. For longer trips, southbound SR 167 will stay open.

Cancelled: I-405 southbound through Renton

• Southbound I-405 will close from North Southport Drive/Sunset Boulevard Northeast to SR 167.
• Game time: 11:59 p.m. Friday, Sept. 26, to 4 a.m. Monday, Sept. 29.
• Game plan: Crews will put in new drainage, pave the road and shift lanes.
• Drivers will follow a signed detour route on Sunset Boulevard Northeast.
• Work may be rescheduled if rain is forecast.
• This work is part of the I-405/Renton to Bellevue Widening and Express Toll Lanes project.

I-90 westbound through Issaquah

• Reduced near Front Street.
• The Front Street on-ramp to westbound I-90 will also close.
• Game time: 7 p.m. Friday, Sept. 26, to 8 a.m. Sunday, Sept. 28.
• Game plan: Crews will repair bridges.
• Work may be rescheduled if rain is forecast.
• This work is part of the I-90 westbound SR 900 to East Sunset Way Paving and Expansion Joint Replacement project.

SR 18 westbound in Auburn

• Westbound SR 18 reduced to one lane from 9 p.m. Friday, Sept. 26, to 1 a.m. Sunday, Sept. 28. The Auburn Way South on-ramp to westbound SR 18 will close at the same time.
• Game time: All lanes will close from 2 a.m. Sunday, Sept. 28, to 5 a.m. Monday, Sept. 29. Westbound SR 18 traffic must exit to Auburn Way South but may use the on-ramp back onto the highway.
• Game plan: Crews will replace bridge joints.
• Westbound SR 18 traffic must exit to Auburn Way South during the full closure but may use the on-ramp back onto the highway.

• Work may be rescheduled if rain is forecast.

• This work is part of the SR 18 C Street Southwest to Green River Paving and Joint Replacement project.

Getting around

With all this work, here are the best ways to make sure you cross the goal line:

• Avoid delay of game: If you can, leave earlier or later in the day to avoid heavy traffic on detour routes.
• Call a timeout: Delay non-essential trips to help keep traffic moving – remember it’s a great weekend to watch football from your couch.
• Always remember teamwork: Taking transit or carpooling will also reduce congestion on local and regional detours.

Know before you go

While this is our playbook, it's not the full game plan. Travelers are encouraged to check travel times on the Travel Center map, WSDOT mobile app and following the agency’s social media accounts.

Where's the Wenatchee? Why the first ride isn't the finish line

By: Kurt Workman

Few things are more exciting at Washington State Ferries than the day a new or recently upgraded vessel carries its first passengers. It’s always a day of celebration, but it’s also an important milestone in a long journey.

The Wenatchee, North America's largest hybrid-electric ferry, arrives at Seattle’s Colman Dock ferry terminal.

Behind the scenes, our crews and engineers know it’s the final stage of a critical phase known as commissioning. Commissioning is an intensive process of troubleshooting and fine-tuning. This final stage can only take place in real-world conditions. There’s no way to simulate a fully loaded ferry on a busy route.

The Wenatchee, one of our three largest ferries ( Jumbo Mark II class ), is currently in this final stage. Like any complex overhaul, a few issues have surfaced.

Upgrading a 27-year-old ferry is no small feat. The Wenatchee now has a modern propulsion system, new ship controls and hybrid-electric power. This was an engineering challenge few have attempted on a vessel of this size. The Wenatchee is now North America’s largest hybrid-electric passenger ferry. It may take several weeks, but once fully commissioned, it will offer a cleaner, quieter and more reliable ride on our Seattle/Bainbridge Island crossing. Check out this video for a look at the conversion process.

Testing, tweaking and troubleshooting

Commissioning of the Wenatchee began at the shipyard. Crews worked through a long list of issues, most of which were quickly identified and resolved. When Wenatchee returned to us, testing continued for several months. Over time, fewer problems emerged. The U.S. Coast Guard provided approvals at each stage of the process. Eventually, the vessel was deemed ready for regular service. However, this did not mark the end of the commissioning process.

It’s common for occasional issues to surface during a vessel's early days of operation. In fact, a planned maintenance window was already built into the schedule in late September to mid-October, when the Wenatchee will be out of service. This was to address some items the team expected to discover.

When issues do arise, it often happens under rare or infrequent conditions. While these are not safety concerns, they can be time-consuming to address due to their inconsistency. It’s key during this time to maintain strong contingency plans, including having extra engineering staff on board and staging backup ferries. These preparations have helped minimize service disruptions when we’ve taken the Wenatchee out of service.

Our Director of Vessel Maintenance and Engineering, Forrest Nichols, explained it this way: “Just last month, the Chimacum had to go back into dry dock after completing a three-month dry dock project due to an issue with the controllable pitch propeller. This issue wasn’t discovered until late-stage commissioning of the work performed. Especially when new systems are fitted to old equipment, unexpected problems are extremely common.”

Working toward long-term solutions

During testing, crews identified a rare issue with the drive motor system. This is something that didn’t appear earlier. The problem isn’t related to the hybrid-electric conversion. It involves the propulsion system, which was also upgraded during the overhaul.

Because the issue only appears intermittently, it’s hard to diagnose. It’s even harder to confirm whether the fix worked. The upside? Crews can now recognize the signs, pinpoint the involved equipment and have a strong lead on the likely cause. The challenge is that it’s complex and unpredictable, so solving it takes time and further testing.

As we continue the commissioning process, our team is confident in a long-term fix. This will keep the Wenatchee running safely and reliably for years to come.

“We do not expect this to be the last issue in this commissioning process, but we do expect the rate and significance of challenges to decrease as we progress forward in this process,” Nichols said.

Powering progress

The Wenatchee upgrade is just one step in our 2040 Long Range Plan. Upcoming work includes key project areas for ferry system electrification:

• Building new hybrid-electric vessels, including two currently under contract (with an option for a third)
• Adding shore charging at key central Puget Sound terminals

Stay tuned for many more stories about our quest to build a cleaner, more reliable and more modern fleet, serving Washingtonians and our visitors for decades to come.

Re-connecting communities: How Judkins Park is Reshaping its I-90 Ramps

 By: April Delchamps

The opportunity to shape Judkins Park

Aerial view of Judkins Park and the surrounding neighborhood.

A new light rail station is opening in the Judkins Park neighborhood soon, which is going to change how people get around. More people will walk, bike and roll in the area. To prepare for this shift, we are looking at potential improvements where the I-90 ramps meet Rainier Avenue South.

The I-90 Judkins Park – Reconnecting Communities Study is a chance for the community to help shape how people travel in their neighborhood. The study brings together community voices, transportation experts and creative design to find better ways for people to travel on Rainier Avenue South at I-90.

What we are studying and why

Anyone who has walked, biked or rolled through Judkins Park has dealt with fast-moving vehicles getting on and off I-90 ramps at Rainier Avenue South. A 2018 study done by the Seattle Department of Transportation recommended that we improve these on- and off-ramps. When the new light rail station opens, even more people will use the I-90 interchange. These travelers might be traveling by foot, bike, adaptive device or many other ways. We are considering ways to improve safety at all five I-90 on-ramps and off-ramps at Rainier Avenue South. Our goals are to:

• improve safe travel for all—particularly for pedestrians and cyclists
• strengthen community connectivity
• improve access to the Judkins Park Link light rail station

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

Advisory Park members represent many voices

No one knows a neighborhood better than the people who work, live and spend time there. The Advisory Group was created to include these voices—people who have lived here a long time and newcomers; business owners and people who commute; homeowners and renters; people who walk, roll and bike; families; and community advocates. The group includes people from local schools, community organizations, small businesses, advocacy groups and transportation agencies (City of Seattle, King County Metro and Sound Transit).

Advisory Group role

We work together with the Advisory Group to talk about changes that can be made to improve safety and efficiency of the I-90 ramps. The Advisory Group meets regularly through mid-2026.

Input from this group, and the community in general, helps us understand the community’s needs and priorities as they access the light rail station and get around the Judkins Park area.

Learning from past feedback

Judkins Park has been part of several transportation studies and community engagement efforts. We collected helpful feedback for this study in 2024 and plan to keep asking the community for input. We want to learn from past studies, while also making sure we have the most up-to-date information from the community for this work.

What the community has said so far

People touring the Judkins Park area as part of the Seattle Neighborhood Greenways Walking/Rolling Tour in 2024.

We talked with many people during Advisory Group meetings, events, surveys and listening sessions. Here is what we have heard:

Key community priorities:

• Getting around: people want to take the bus, walk, roll or bike to safely and efficiently get around Judkins Park and to the light rail station.
• Improvements to sidewalks and crosswalks : People want sidewalks that are not broken, disconnected or missing; crosswalks that are easy to find and use; to stay dry rather than get splashed on sidewalks; and more lighting.
• Traffic issues: People want drivers to slow down, stop at crosswalks and drive more carefully; better visibility for drivers to see people, especially when it is dark or raining.
• Noise and air pollution: People want less noise and cleaner air.
• Getting around for everyone: People want better access for people who walk, roll and bike; better crossing solutions for pedestrians who are visually impaired; solutions that also consider people who need to drive because other options are not accessible to them; noting that people have different, important needs that may require different solutions.
• Plan carefully: People want careful planning to minimize how closing or changing roads may affect people.

We are including this input to guide this study. We are studying ways to:

• make walking, rolling, biking and taking transit more comfortable
• reduce conflicts between traffic and pedestrians and people who bike
• create shorter routes for pedestrians and bikes
• get vehicles to drive slower

SDOT's near-term improvements

SDOT, in coordination with us, has made improvements to help with concerns now, while we work on long term solutions in this study. SDOT finished construction this year, and you can see the improvements in the community.

Where we are in the study

Our study follows a clear process to find the best solutions for reconnecting our community. Here's how it works:

Step 1: What problems are we trying to solve? We listen to the community and Advisory Group to understand what needs to be fixed or improved.

Step 2: How do we decide what's most important? Community and Advisory Group input helps us figure out which benefits and impacts matter most.

Step 3: What are our options? We work with the community and Advisory Group to come up with different ways to make improvements.

Step 4: Which options work best? We review each option with community and Advisory Group feedback to see which ones meet our needs.

Step 5: How can we make these options better? We use more feedback to improve and select the best options.

Step 6: Any final thoughts before we choose? We get final input from the community and Advisory Group to make sure we've got it right. We also create a draft report of our findings.

Step 7: What did we choose and why? We finish our study report and begin designing the improvements we recommend.

The Advisory Group for the I-90 Judkins Park Station study started in late 2024. Throughout this whole process, we are working closely with both our Advisory Group and the community to get their input.

We are currently looking at different options for improvements and will share more details about what we are learning in our next blog post.

Learn more and get involved

Study webpage

Visit the project page for the latest updates and detailed information:

SDOT study webpage

Learn about complementary near-term improvements.

Stay Tuned for More Opportunities to Participate

We are committed to keeping the community involved through this process. Watch for announcements about more opportunities to share your thoughts. Sign up for Seattle area news and study email updates.

Contact Info

Amber Stanley - Community Engagement Lead

Phone: 206-817-8833

Email: amber.stanley@wsdot.wa.gov

Wellness Check on the US 2 Trestle Study

By: April Delchamps

Last year, we listened to what the public had to say about the US 2 Trestle. Then we came up with improvement ideas to match what people wanted. We tested each idea to make sure it met the Purpose and Need.

It’s kind of like deciding on a smartphone or computer. There are a lot of options. You might narrow down those options by first thinking about what you need at a basic level like a brand you’re familiar with. Then you dig a little deeper into features like size, sound and physical appearance. Then you dig even deeper into more technical elements like how it works with other devices you use regularly or file storage. In the end, maybe you have two or three options to choose from.

Since then, we’ve been working to narrow down what we heard from the community into potential improvements for the trestle and connecting roads in Everett and Lake Stevens. We went from over 40 improvement concepts to 22. And we’re just getting started. Expect three more blogs with more information on the process this fall, leading up to a public comment period in early 2026.

Updated Purpose and Need

One of the most important parts of this study is what we learn from agencies, tribes, and community members. Last year, we held an online open house and survey to listen to people about how they travel on or near the US 2 Trestle. We also heard about the challenges of travelling in this area. In October 2024, we blogged about the survey findings and how they informed the study Purpose and Need Statement.

What is a Purpose and Need again? Here’s how the Federal Highway Administration defines it. Everything we do on this study must address the study Purpose and Need statement. Nothing moves forward in our analysis unless it meets the statement we developed together.

FHWA agreed with our Purpose and Need in August 2024, but federal Executive Orders required that we revisit it. We made minor changes to the language and FHWA concurred with these in July 2025.

As a reminder, our current Purpose and Need statement focuses on three major topics: multimodal mobility (cars, trucks, buses, bikes, pedestrians), safety, and resiliency (keeping the bridge functioning), also referred to as “state of good repair.”

Here’s what’s happened with the study since last fall:

1. We worked with our advisory groups to come up with more than 40 ideas to improve the trestle and the roads on both the east and west sides.
2. We did an early review called “prescreening” to see if each idea could meet the main goals of the project. This was a simple pass-or-fail test. Two ideas didn’t pass and were dropped.
3. The rest of the ideas moved to the next review, called “Level 1 screening.” In this step, we rated how well each idea could improve travel for different types of transportation, make things safer, and help the trestle last longer. We gave each idea a “high,” “medium,” or “low” score. We shared these results with our study committees earlier this year.

Concepts include the east and west interchanges, and the east and west bound trestle structures.

4. We are now combining the highest-scoring concepts from Level 1 into what’s called “system-level alternatives.” This means we’ve combined improvement concepts for the east side, west side, and the trestle itself. We’re also using traffic modeling to make sure these ideas work together. These packages of improvements will go into the next level of review, called the “Level 2 evaluation.” In Level 2, we will take a deeper, more numbers-based look at each alternative to see how well each meets the Purpose and Need.

Steps to move from Level 1 Screening to Level 2 Evaluation.

If you're curious about how tolling fits into the study, you can check out the materials from our second EAG meeting.

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 in touch with more details about what we are doing.

Here’s a look at what you’ll learn in upcoming blog posts:

• Critical connections: how we’re looking at the east and west side of the trestle to improve travel experience on the trestle.
• Car-less crossings: How we are considering public transit and active transportation (think bicycling, walking, or other non-vehicle forms of traveling) improvements to the trestle experience.
• What the public can expect to see in the next online open house.

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.

One step closer to new ferries

By Kurt Workman

In July, after a yearlong process, Gov. Bob Ferguson announced Eastern Shipbuilding Group will build our three new 160-vehicle hybrid-electric ferries. ESG’s price was tens of millions of dollars lower than the other bid we received. That lower cost means we can build three boats instead of only two. Their bid also includes delivery of the ferries to Washington.

Drawing of outboard profile for WSF 160-vehicle ferry. These new vessels will have open air passenger lounges beneath each pilot house, three modes of operation: diesel, battery only, or hybrid, and a rapid charging system so that battery charging can occur during each scheduled terminal stop.

Our ferries work hard

We operate the largest ferry system in the country, with a 21-ferry fleet serving 10 routes and about 19 million passengers a year. Hard-working ferries and crews serve customers more than 20 hours per day, 365 days per year. Our ferries are on average 35 years old and have an expected 60-year life span. Five of our ferries are over 50, and the oldest is 66.

For riders, older vessels mean a higher chance of service disruptions. They also mean more maintenance issues for us. These new ferries are a key part of our Long Range Plan ’s direction to have 26 vessels in the WSF fleet by 2040.

Next steps

On August 7, we finalized the contract with ESG, and now they can get to work completing the design of the new ferries and developing a detailed project schedule. At the same time, Washington State Ferries will work with our partner ABB to design and purchase the technology that will power the new vessels, including the engines and batteries. This should take about a year, then construction begins. 

Big picture

We’re offering incentives to the shipyard to deliver vessels ahead of schedule and the first 160-vehicle ferry could be in service as early as 2030. These ferries will allow us to replace aging ferries and deliver improved service. They are also a key part of our System Electrification Program to deliver 16 new, hybrid-electric ferries by 2040.

In addition to new ferries, we will add electric charging to 16 terminals. We are currently working on terminals in central Puget Sound, including two slips in Seattle. Hybrid-electric ferries will charge their batteries while loading at terminals. This will allow the new 160-vehicle hybrid-electric ferries to reduce emissions by about 90 percent compared to our current ferries. The new ferries will primarily operate under electric power, but, when necessary, they can use their diesel engines.

Washington State Ferries is proud of the path we’re on to build our ferry fleet of the future. Stay tuned for more updates!