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

By RB McKeon and David Rasbach

Landslide blocks all northbound lanes of I-5 near Bellingham

UPDATE MARCH 27: The work on northbound I-5 just south of Bellingham is a top down operation, meaning that crews must first stabilize and secure the upper portion of the slope before working their way down. As they do that, the geotechnical engineers on site are continuing to assess conditions and define the full scope of work in real time.

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

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

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

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

Original Post:

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

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

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

What WSDOT is doing

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

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

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

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

Here’s what that work looks like:

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

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

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

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

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

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

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

Why is the road still closed?

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

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

What travelers need to know

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

Detours and alternate routes are available:

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

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

Traveler resources

• Visit the WSDOT travel map for real-time travel and traffic conditions
• Follow along on social media: X, BlueSky, Facebook, Instagram, Threads, and TikTok
• Sign up for email alerts
• Project page: Northbound I-5 Bellingham Slide – Emergency
• Project photos: Northbound I-5 slide near Bellingham
• Plan your route:
• SR 9 is the preferred route for freight
• SR 11/Chuckanut Drive is available for passenger vehicles
• As a reminder, WSDOT does not control third-party apps like Google, Waze or Apple.

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

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

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

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

Our maintenance crews regularly:

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

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

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

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

SR 99 from Lynnwood to Everett

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

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

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

🎶I can see all obstacles in my way 🎶

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

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

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

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

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

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

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

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

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

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

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

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

Take a look at each of these:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

All Roads Lead to Bingen

By: Sarah Hannon-Nein

Where a Mill Town Meets a Modern Need

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

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

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

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

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

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

Keeping Bingen Moving

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

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

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

A Street Named by the People

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

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

The winning name: Juniper Street.

The Roundabout Difference

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

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

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

The Story at the Center

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

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

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

From Timber to Today

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

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

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

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

By Lisa Walzl

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

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

Students touring the WSDOT Transportation Management Center in Shoreline.

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

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

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

Students meeting with the WSDOT Incident Response Team.

Both camps offer students the chance to:

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

Students creating transportation models at the Washington State University camp.

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

We hope to see you there!

Community Voices Helping Shape the SR 900 Corridor

By: Nick Menzel

Your input helped shape this project

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

Project Vicinity Map

Community engagement and feedback

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

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

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

What we heard and how it informs the project

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

• Frequent corridor users:
• Most respondents travel along SR 900 between 57th Avenue South and South 135th Street daily or many times per day
• Travel modes include driving, transit, walking, biking, and mobility devices
• Driving is most common; transit is second, followed by walking and biking
• Top concerns:
• Fast-moving traffic (primary concern)
• Missing sidewalks
• Insufficient crosswalks
• Limited lighting
• Lack of bike facilities
• Most requested improvements:
• Slower vehicle speeds (top priority)
• More medians/traffic separators
• Improved lighting
• More benches and amenities
• Safer, more frequent crossings
• Wider sidewalks for comfort and accessibility
• Preliminary alternatives feedback: Participants noted that they preferred Alternative 1, of the options presented.

How community feedback informed the project

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

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

What’s next?

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

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

Learn more and stay informed

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

Project webpage

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

Contact Info

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

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

By: Julie Moon

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

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

New Northeast 85th Street configuration this spring.

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

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

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

Roundabout besties with Northeast 132nd Street

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

The driving rules are the same as all our roundabouts:

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

Closures in March and April

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

Aerial view of the work zone taken in January.

Plan ahead!

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

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

Looking ahead

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

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

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

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

By: April Delchamps

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

Congratulations to the Seahawks!

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

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

Alternative 2: the recommended alternative

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

Here’s what could change with Alternative 2:

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

"Tee-ing up" a ramp

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

Alternative 2 is the best value

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

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

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

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

It scores second best on:

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

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

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

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

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

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

What happens next

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

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

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

This is a team effort

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

Go Hawks!

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

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

Contact:

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

Charging Ahead: Building the infrastructure for hybrid-electric ferries

By: Kurt Workman

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

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

Plugging into the future

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

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

A current riders won’t feel

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

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

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

Modernizing the fleet, port by port

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

Shore power on the horizon

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

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

Terminal and new vessel electrification schedule through 2030

Charting the course ahead

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

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

Read more about ferry system electrification.

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

By RB McKeon

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

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

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

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

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

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

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

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

Revive I-5 underpins everything

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

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

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

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

Why is construction happening year-round?  

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

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

Why do you close roads on weekends?

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

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

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

Safety comes first

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

Work zone speed cameras in an active work zone

Making the most of every hour of a road closure

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

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

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

The overall effect: everything feels congested

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

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

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

You still have options

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

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

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

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

The bottom line

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

A victory emerges from December’s historic flooding

By Antonio Estrada

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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