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.

Making the I-90 Interchange Work Better for Rainier Avenue South

By: April Delchamps

Playing smart, not just playing hard

The Seahawks are heading to the Superbowl! Whether you're preparing for gameday or watching highlights from past games, one thing stands out: winning is not just about effort; it is about strategy and teamwork. The best teams make smart decisions. They adapt to changing conditions and use every part of the field effectively.

You do not win games by doing the same thing over and over when it is not working. You adjust. You read the situation. You make choices based on what is actually happening, not just what you wish would happen.

That is exactly the approach we are taking with Rainier Avenue South as part of the Judkins Park Station – Reconnecting Communities Study.

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

What is this study about?

WSDOT is studying ways to change the Intersate-90 ramps. Our goals are:

• Improving safe travel for all, especially pedestrians and people biking at I-90 ramp termini.
• Increasing community connectivity and access to the Judkins Park Link light rail station for those who ride transit, walk, bike and roll.

To learn more, check out the webpage: I-90 Judkins Park Station – Reconnecting Communities | WSDOT

Our study follows a clear seven step process to find the best solutions for reconnecting the community. Check out our September 2025 blog post to learn more about the process.

Community input: strategy based on local knowledge

We heard you loud and clear: you want to prioritize walking, rolling and biking, while keeping vehicle access to businesses, homes and services. In response, we are modeling the total number of lanes (driving lanes and bus lanes) from six to four. Learn more about your feedback on our September blog post.

Understanding the playing field

Interstates are designed for moving vehicles efficiently and quickly. The vision for Seattle is that moving around city streets should be safe, equitable and sustainable. All people and businesses can access their daily needs and feel connected to their community.

What Rainier Avenue South looks like

Currently, there are six traffic lanes where the I-90 ramps meet Rainier Avenue South in Judkins Park, including two bus priority lanes.

Today's Rainier Avenue South under I-90 has six lanes.

We are modeling different options for the total number of lanes to include options between four and six lanes at this location.

This matters to your daily life because it affects how you get around. Whether you drive, take the bus, walk or bike, this decision shapes your experience traveling through Judkins Park.

Testing different traffic scenarios

Good coaches do not just show up on game day and hope for the best. They study films, run practice scenarios, and test different formations. Our key question: How many lanes do we need on Rainier Avenue South at the I-90 interchange?

We fully acknowledge that Seattle is growing. The population is increasing, and people will be making more trips than ever. But here is the key difference: not everyone will be driving a car to do it.

To expand travel options and continue moving people and goods throughout a growing city without the need to widen roads, our region is investing heavily in travel options: new light rail routes, RapidRide bus service and improved walking and biking routes. The logic is simple but powerful: when people have high-quality, reliable travel options, they actually use them. By diversifying our transportation network, we protect the character of our city while ensuring everyone can get where they need to go efficiently.

We tested two main scenarios for traffic between now and 2050:

• Scenario A: Flat growth of traffic - Traffic volumes stay similar to what we see today. Even if the same number of cars keep using Rainier Avenue South between the I-90 ramps, four lanes can continue to support traffic moving with congestion during the busiest times of the day.
• Scenario B: Reduced growth of traffic – Traffic volumes decrease because more people shift to transit, walking, rolling and biking. With fewer vehicles on the road, four traffic lanes with (one lane for vehicles and one lane for buses (outside lane) in each direction) can keep people and goods moving.

Both scenarios support reducing the number of lanes in three out of the four alternatives.

Why four lanes: working smarter, not bigger

We coordinated with SDOT to model scenarios that would potentially reduce Rainier Avenue South to four lanes at the I-90 interchange to improve conditions for people walking, biking and rolling. Modeling these scenarios will help us identify our preferred option for changing the I-90 ramps. Here's what we found:

Four lanes is the minimum number of lanes we need to keep traffic and freight moving and support reliable bus service. It also supports better facilities for people walking, rolling and biking. Four lanes allow buses to stop in a dedicated bus lane, rather than merging in and out of traffic, improving transit reliability.

Remember that this is just what we've studied – any actual changes to Rainier Avenue South would be determined by SDOT working closely with community and other agency partners.

Much like a football game, using available space is important when designing pedestrian and bike improvements.

Dedicated transit lanes, bike lanes and pedestrian options – the key to making this work

How we use the field matters. Bus lanes, bike lanes and pedestrian improvements are key pieces for this area. We are prioritizing the modes that move the most people most efficiently.

Why dedicated transit lanes matter:

• Transit moves more people: One bus with its own lane replaces dozens of cars.
• Reliability changes behavior: When buses arrive on schedule because they have dedicated lanes, more people choose transit. SDOT recently completed extension of the northbound bus lane on Rainier Avenue South from South Walden Street to South State Street in summer 2025 and Route 7 riders have already seen an average saving of up to 5 minutes per trip during the busiest morning hours.
• Access for everyone: Reliable transit serves the communities that depend on it most. For people who cannot drive, cannot afford a car or choose not to drive, it is how they get to work, school, medical appointments and everywhere else.
• Increased ridership and connections: Rainier Ave South is an important transit corridor, serving tens of thousands of daily riders on King County Metro bus routes 4, 7, 9, 48, 50 and 106. Route 7 alone serves an average of 12,000 daily weekday riders (as of September 2025). Bus lanes facilitate better connections with other transit options in the Rainier Valley, such as Mount Baker Transit Center, Mount Baker Light Rail Station, and the soon-to-open Judkins Park Light Rail Station.

Why bike lanes and pedestrian improvements matter:

When walking, rolling and biking are comfortable, more people can use them for everyday trips. Features like protected bike lanes and protected crossings make these options work for people of different ages and abilities. This is especially important near the new light rail station, where many people will arrive this way, including families, students, and seniors.

The Study's recommended configuration: One bus lane and one vehicle lane in each direction, plus dedicated space for people walking, rolling and biking. This balances multiple needs while prioritizing what works best for the most people.

What does this alternative mean for you?

If you drive

• Two lanes will remain for cars (one lane in each direction).
• Expect some congestion during rush hour.
• You will still be able to access local businesses and services.

If you take the bus

• Your bus will have its own dedicated lane.
• Buses will not get stuck in traffic.
• More reliable arrival times: you can plan your schedule with more confidence.
• Frequent buses, especially during rush hour.
• Better connections to the new light rail station.

If you walk, roll or bike

• More crossings with fewer lanes of traffic to navigate.
• More space dedicated to walking, rolling and biking.
• Better connections to the light rail station.
• Separated (protected) bike lanes where possible.
• Improved sidewalks and crosswalks.

If you own or work at a local business

• Customers can still drive to your business.
• Better transit access brings more potential customers.
• People walking, rolling, and biking are more likely to stop at local shops.
• Deliveries and loading zones will still be accessible.

Team coordination: WSDOT and SDOT working together

The best teams in football are not just talented, they work together.

Many agency partners are working together in this area: Seattle Department of Transportation (SDOT), Seattle Office of Planning and Community Development, Seattle Parks and Recreation, King County Metro Transit, Sound Transit and more. We work together, with approaches that support each other.

Rethinking the I-90 ramps will impact Rainier Avenue South. Because of this, we are working with SDOT on details for Rainier Avenue South:

• SDOT and WSDOT have already made near-term improvements in the area. These are quick changes that address some current conditions. Learn more at their I-90/Judkins Park Station Near-Term Crossing Improvements webpage.
• WSDOT is working on long-term solutions to rethink the I-90 ramps with this study.
• SDOT has a paving project on Rainier Avenue South between South Jackson Streets and South Walden Street funded by the 2024 Seattle Transportation Levy. SDOT will engage with the public agency partners on how to modernize this segment of Rainier Avenue South to improve safety, equity, and sustainability.
• WSDOT and SDOT meet regularly, share data and align our approaches. When one of us does something, the other is participating and ready to support, as much as possible.

What is happening now

The engineers are evaluating the four alternatives. Learn more about all four alternatives in our December blog post.

In the coming months, we will share draft results from our alternatives analysis and select the preferred alternative and move forward with detailed design work. The specific design details will depend on which alternative we select. Each alternative has different implications for how the street will function.

Working in partnership with other agencies and by continuing to collect input from the public, we will figure out the specifics: exact locations for bus stops, crosswalk designs and locations, bike lane configurations, sidewalk improvements and stormwater management solutions. These details matter because they affect how the final design actually works in your daily life.

Timeline and funding

Final design and construction of WSDOT's preferred option for the I-90 interchange will depend on future funding. Later this year, SDOT will begin engaging the community on how to modernize Rainier Avenue South between South Jackson Street and South Walden Street with their levy funded paving project.

Learn more and stay informed

We are committed to transparency throughout this process. Just like the Seahawks' Twelves, your feedback makes a difference. Thanks for helping to make this community driven.

Study webpage

• Visit the project page for the latest updates, detailed information and recordings/presentations from our Advisory Group meetings.
• Email updates: Sign up for Seattle area news and study updates.

Contact Info

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

GO SEAHAWKS!

Ramp removal at the I-405/SR 522 Interchange will be “Olympic” feat over four weekends

By Lauren Penning

UPDATE Feb. 10: Due to the complexity of the ramp removal, the team identified the need for more time to analyze the final removal plans and earlier construction dates were postponed. We are ready to start ramp removal Feb. 20. See below for schedule updates.

Crews are ready to begin removing ramps at the I-405/SR 522 Interchange starting Feb. 20. This “Olympic” feat will bring the project one step closer to widening

I-405 in Bothell as part of the I-405/Brickyard to SR 527 Improvement Project.

While you’re watching the wrap up of the games, our contractor crews will begin working hour by hour to remove these ramps. This is careful and complex work.  To do it safely, we must fully close roads during removal. Here is the current schedule:

• Feb. 20-21: partial weekend closure of westbound SR 522 at I-405
• Feb. 27 – March 2: weekend-long full closure of eastbound and westbound SR 522 at I-405 
• As early as March 6-9: weekend-long full closure of northbound and southbound I-405 through Bothell
• As early as March 13-16: weekend-long full closure of northbound and southbound I-405 through Bothell

These closures will have region-wide impacts. Best case scenario we estimate there will be one hour-long backups. This is your notice to plan ahead, use alternate routes and allow extra travel time. 

Why do we need to remove the ramps?

We need this space to build a new northbound I-405 bridge through the interchange. Some of the existing ramps we’re removing sit right where the new bridge and ramps need to go. This work will allow us to add one new express toll lane (ETL) in each direction and build direct access ramps to the ETLs.

Completing the dual express toll lanes and direct access ramps in this area will:

• Improve speed and reliability for Bus Rapid Transit and HOV users.
• Give drivers an additional choice when they need it.
• Benefit all lanes by helping us better manage the system.

Looking north at the I-405/SR 522 Interchange. We will remove the ramps highlighted in orange to create space for expanding the center of I-405.

Why do we need full weekend closures of roadways?

One of these existing ramps spans both I-405 and SR 522 and is sandwiched between three bridges. There is an interchange ramp above it that we are keeping. There are also the northbound and southbound I-405 bridges below it.  Bridge columns are also close and in between the northbound and southbound lanes. For public safety, we must close roadways during removal. We also have to protect the bridge deck underneath. This means as we work, crews will strategically remove pieces of the bridge deck and carry them away so we don’t add extra weight or impact the roadway below. The complexity of removing sections means the removal will take time so we have sequenced work over four weekends. 

Here is a view of the sections of ramp that will be removed each weekend. Crews will use specialized heavy equipment and follow a detailed schedule to complete the work safely.

What about traffic impacts?

These weekends will be difficult for travel. Detour routes can’t smoothly handle the normal amount of traffic from SR 522 or I-405.

At the same time, northbound I-5 through Seattle remains reduced to two lanes with the express lanes running northbound for Revive I-5 work. This limits northbound travel options across the region.

Please plan ahead and expect longer travel times or consider staying local. You can find real-time travel information on the WSDOT mobile app, the WSDOT Travel Center Map or by signing up for WSDOT's email updates.

How are we keeping traffic moving?

We will apply lessons learned from previous closures to help keep traffic moving as much as possible. That includes a significant temporary change to traffic during the two weekend closures of I-405. We will temporarily reconfigure the northbound I-405 ramps at SR 522 to move as much traffic as possible through the northbound I-405 detour. Drivers should expect changes to the northbound I-405 off-ramp to eastbound and westbound SR 522 during this time as we prioritize traffic traveling north.

The northbound I-405 daytime detour route will be temporarily restriped to include two lanes through the intersection. Drivers should anticipate delays of at least an hour to get through the detour route. 

We will also station uniformed police officers on detour routes to help manage traffic and access to local streets. The southbound I-405 detour will be challenging as many Bothell residents live along the main southbound detour route. We will post signs reminding drivers not to block driveways to help.

Even with these measures, we know this work will be disruptive, but we need to complete this work now to keep the project moving forward. The work itself will be as impressive as it is rare. We rarely remove major highway structures – it’s like our version of the Olympics – and we will share video highlights of this work as it progresses. Once complete, we can continue working at the interchange without major traffic disruptions in the near future.

Change means progress for the I-405/SR 167 corridor

We also know people are still adjusting to the changes made on Nov. 24, 2025. On that date, we added two new intersections with traffic signals on SR 522 and changed how drivers reach Bothell and Woodinville from northbound I-405. These signals were the first step in opening the interchange for expansion.

Some people have asked why we added traffic signals instead of a roundabout, or why we needed to make changes at all.

First, there is not enough space for a roundabout at this location due to the close proximity of the ramps at the interchange including the future direct access ramps to the ETLs. Also, freeway columns block sight lines needed for safe roundabout use. The Sammamish River and a pedestrian trail also limit space.

Second, this project supports a long-term plan for a more connected corridor for drivers, transit users, pedestrians, and cyclists. Thanks to local and regional partner support, this project brings us one step closer to delivering the vision of the I-405 Master Plan in this area.

While traffic signals alone are not an improvement, they are necessary to make larger improvements possible. We also looked for ways to reduce traffic delays. For example, we added a lane to the heavily traveled northbound I-405 ramp towards Woodinville.

We appreciate everyone’s patience while we work to deliver the long-term improvements to this 4.5-mile stretch of I-405. We are on track to deliver these improvements in 2028.

How neighbors are helping us choose the best plan for Judkins Park

By: April Delchamps

There is nothing more relaxing than a day at the beach, playing in the sand or looking for shells. Think about using a screen at the beach to find shells. The screen filters out sand and keeps the beach treasures like shells, sea glass or agates. That is how we are looking at different ideas for rethinking the Interstate 90 ramps at Rainier Avenue South. We are filtering out what will not work and keeping the ideas that best serve the community.   

Studying ways to change the I-90 ramps

Our goals are:

• Improve safe travel for all, especially pedestrians and cyclists at the ends of the ramps.
• Increase community connectivity and access to the Judkins Park Link light rail station for those who ride transit, walk, bike and roll.

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

To learn more, check out the webpage: I-90 Judkins Park Station – Reconnecting Communities | WSDOT

Our study follows a clear seven step process to find the best solutions for reconnecting the community. Check out our September 2025 blog post to learn more about the process.

Using a filter to find the best ideas

Just like a screen at the beach, we use a filter to sort through different ideas for the I-90 ramps. As we screen the improvement ideas, those that will not work fall through. Good ideas stay on top. We keep the designs (also called concepts or alternatives) that best match what the community wants and needs.

We use two rounds of screening, Level 1 and Level 2, to pick the best design. We call this the "preferred alternative." Each round assesses how well each design meets the needs of the community. We use specific criteria to compare ideas and find the best one.

Criteria

The criteria are based on the study goals.

In this study, there were six criteria for the Level 1 screening.

For Level 2 screening, community members and agency representatives, collectively called the Advisory Group, worked with our team to add a seventh criterion. These seven criteria help us compare the four alternatives for the I-90 ramps at Rainier Avenue South. The Advisory Group also helped develop different weighting schemes to reflect community priorities.

Learn more about these community members and agency representatives, called the Advisory Group, and their meetings on our webpage: I-90 Judkins Park Station – Reconnecting Communities | WSDOT.

Curious about what needs each criterion addresses and how we measure it?

Here's a breakdown:

• Improve active transportation access: To make it easier for drivers and those who walk, bike, roll and access transit to see and predict the movement of each other. This is measured based on how visible and predictable pedestrian and bike crossings are for drivers.

• Reduce exposure: To minimize (or eliminate) the time and space in which those who walk, bike, roll and access transit must interact with vehicles. This is measured based on physical and time separation between vehicles and pedestrians or bikes.

• Reduce vehicle operating speeds: To slow down motor vehicle speeds to enhance safety for people who bike, walk, roll and access transit. This is measured based on expected reduction in vehicle speeds.

• Optimize spacing of Rainer Avenue South crossings: To add more opportunities to cross Rainier Avenue South, with protected marked crossings in locations that support pedestrian and bicycle travel needs. This is measured based on how well crossings match pedestrian and/or cyclist travel patterns.

• Enhance parks, green space and frontage: To minimize impacts and make it easier to reach parks and green spaces from sidewalks and bike paths on Rainier Avenue South. This is measured based on potential to increase or decrease park, green space and/or frontage.

• Minimize off-ramp queue length: To ensure improvements to the ramps do not create hazards on I-90. This is measured based on the level of impact to I-90 caused by ramp traffic backing up.

• Minimize transit speed and reliability impacts: To ensure better bus service and travel times on Rainier Avenue South so that riding transit is convenient and reliable. This is measured based on the level of travel time impacts on transit routes.

How the community has weighed what matters most

Not all rules are equally important. Some matter more than others. For example: Is safety more important than traffic flow? Should we focus more on pedestrians and people who bike or on keeping buses on time? The Advisory Group worked through these tough questions together and prioritized what matters most to them.

We asked Advisory Group Members to give each criteria a "weight," by assigning points based on what matters most to them. Think of it like grading in school—if a test is worth more points than homework, it counts more toward your final grade.

The group did not all agree on everything, and that is okay! Their input created two different weighting schemes by combining similar responses. Our project team, including engineers, planners and environmental experts, also weighted the criteria, independently.

This created three weighting schemes described and illustrated in the table below. The three columns show the different weighting systems that will be used to evaluate the alternatives.

	Active transportation*	Balanced multimodal*	Project Team
Access	21.4%	17.0%	23.2%
Exposure	22.7%	15.8%	17.9%
Speeds	17.7%	13.3%	23.2%
Crossings	14.6%	10.4%	14.3%
Green space	8.5%	14.5%	3.6%
Queue length	6.6%	12.5%	7.1%
Transit impacts	8.5%	16.5%	10.7%

* Indicates criteria schemes that were decided by the Advisory Group.

Why we are using three different criteria weighting schemes

Finding the best alternative is not just about how well each performs. It is also about which criteria matter most. We use different criteria schemes to respect different community values: two reflect the input from Advisory Group members, and one reflects the judgments of the Project Team’s subject matter expertise based on experience on similar transportation projects. By testing all four alternatives against all three criteria schemes, we get a complete picture of how well each alternative serves the neighborhood under different value frameworks.

The engineers are evaluating the four alternatives using the three criteria schemes. We are in the final screening phase, shaking the screen to see which alternatives rise to the top. We will share the draft results in early 2026.

What is happening now

Colorful beach stones and pebbles of varying sizes.

The engineers are evaluating the four alternatives using the three criteria schemes. We are in the final screening phase, shaking the screen to see which alternatives rise to the top. We will share the draft results in early 2026.

Learn more about all four alternatives on our December blog post: Judkins Park and I-90 – choosing the best alternative for the ramps. 

After a preferred alternative is chosen

Right now, we have money to study alternatives, pick the best one and complete early design. After we choose, we will know how much it costs to complete the design and build it. We will need to seek funding to finish the design and pay for construction. This means we do not know yet when construction will start. We will continue to keep the community updated.

Learn more and stay informed

We are committed to transparency throughout this process. Your voice matters in this project. Thanks for helping to make this community driven.

Study webpage

• Visit the project page for the latest updates, detailed information and recordings/presentations from our Advisory Group meetings.
• Email updates: Sign up for Seattle area news and study updates.

Contact Info

Amber Stanley - Community Engagement Lead

Phone: 206-817-8833

Email: amber.stanley@wsdot.wa.gov

Managing the Flow: A Revive I-5 Update

By: RB McKeon

Update: 3 p.m. Tuesday, Jan. 20, 2026

Revive I-5: Week one in review (follow-up update)

On Friday, Jan. 16, we shared some early observations just a few days into Revive I-5 construction on the Ship Canal Bridge. We’ve now had the opportunity to review a full week of traffic data and operational information. Here’s what we’re seeing after the first full week of lane reductions.

Early in the week, Monday, Jan 12, saw the heaviest delays as people encountered the new lane reduction pattern for the first time. As the week progressed, traffic conditions began to stabilize as drivers adjusted routes, schedules and travel choices. This is similar to what we observed during the 2025 Revive I-5 work.

Traffic patterns Jan 12-16 and the weekend of Jan. 17-18:

• Regional shifts: Drivers redistributed to alternate routes like SR 99, I-405, SR 520 and I-90 as the system absorbed reduced northbound capacity on I-5.
• Improving throughput: Despite two lane reduction on northbound I-5, the total number of vehicles moving across the Ship Canal Bridge increased from Monday to Friday in both directions.
• Travel times trending better: Southbound travel times that were notably above normal early in the week improved by Friday. Northbound travel remains most congested in afternoon peaks.
• Weekend looked more typical: Weekend travel volumes and travel times were nearer to typical weekend conditions than weekday commute peaks.

These patterns follow the expected adjustment curve we first saw in the summer 2025 Revive I-5 work, where travel behavior evolved as people settled into the new configuration of lanes and closures.

Express Lanes: Continued role after week one

As noted previously, the I-5 express lanes are operating northbound, 24 hours a day during this phase. This isn’t a like-for-like replacement of the capacity lost on the mainline. It’s an operational tool to help keep the system balanced when room for error is limited.

With the northbound mainline reduced from four lanes to two, even a single collision or disabled vehicle can quickly cause severe congestion. Keeping the express lanes available northbound gives traffic operators flexibility to respond to incidents and helps prevent a full shutdown of the corridor.

We understand it can be frustrating to see express lanes that don’t appear to be full, especially for southbound travelers. That visual contrast is real. During construction, however, the value of the express lanes is measured by how they absorb surges, incidents and breakdowns over the course of the day, not how they look at a single moment.

As weekday travel returned after the weekend, use of the express lanes increased and they helped maintain northbound throughput which is evidence of people incorporating the lanes into their travel patterns despite the unfamiliar configuration.

This express lane operation is temporary and tied to construction phases. When work shifts to the southbound lanes in 2027, express lane operations are expected to shift southbound for the same reason: to help restore capacity where it has been reduced.

Partner coordination during week one

Week one also included a Seahawks playoff game at Lumen on Saturday, Jan. 17, adding additional travel demand in and out of downtown Seattle. WSDOT worked closely with the City of Seattle, King County Metro, Sound Transit, and regional traffic operations teams to support game-day travel and provide reliable travel options, especially transit, which helped move large numbers of people while taking pressure off the highway system.

Looking ahead

Revive I-5 is long-term preservation work on a critical structure that carries hundreds of thousands of trips every day. While the early days of construction are often the most disruptive, the region saw measurable improvements over the first week as travel patterns shifted and drivers adjusted.

After completing the refreshed striping at the 45^th/50^th Street shoofly, our crews are ready to begin milling the bridge this week. This process allows us to remove the top layer of the bridge deck to prepare the surface for repairs. Using a large milling machine with a rotating drum covered in cutting teeth, the machine grinds off a precise depth of material, in this case, one inch to expose the underlying condition. This also helps create a clean and even surface and expose areas that need additional repairs.

We will continue monitoring traffic conditions closely and making operational adjustments where possible as work progresses. Travelers can help by planning ahead, checking real-time conditions before heading out, and considering transit, carpools, or trying one of the many available alternate routes.

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Original blog:

Seahawks game on Saturday and weekend construction

It’s game week in Seattle, and with a Seahawks home game this Saturday, Jan. 17, a lot of people are focused on one thing: How do I get to kickoff without missing the action, and how do I get back home? With Revive I-5 construction already affecting travel around the Ship Canal Bridge, game-day traffic adds another layer to an already busy weekend.

If you’re heading downtown to cheer on the Hawks, transit is strongly encouraged and continues to be the easiest and most reliable way to get to and from the stadium during construction. Transit avoids the most constrained parts of the highway system and helps keep traffic moving for everyone.

In addition to the lane reductions on northbound I-5, this weekend, there is also work planned on northbound I-405 in Bellevue this weekend, which means we have construction on one of the routes people may opt to use instead of I-5.

Up to two lanes of northbound I-405 will be closed from Southeast Eighth Street to Northeast Fourth/Eighth Street from 11 p.m. Friday, Jan. 16, to 4:30 a.m. Monday, Jan. 19, with additional nightly lane closures north of I-90.

The following on-/off-ramps will be closed:

• Southeast Eighth Street on-ramp to northbound I-405
• Northbound I-405 off-ramp to Northeast Fourth/Eighth Street (Exit 13 A/B)

Signed detour routes will be in place for the ramp closures.

Game-day tip: plan ahead, check conditions before you go, and consider transit to get to kickoff and home again with less stress.

We’re Reviving I-5

If you’ve been traveling through Seattle this week, you’ve likely felt the impacts of Revive I-5 in real time. Lane reductions, slower speeds and longer travel times in and around the Ship Canal Bridge have changed daily routines for thousands of people. We know this hasn’t been easy.

The impacts are real. The delays have been long. Commutes have changed. That disruption is felt differently by every driver, and we don’t take that lightly. At the same time, we know from doing this work before that traffic patterns evolve. As people adjust routes, schedules, and expectations, the system does find a new rhythm even if it takes time.

We want to share some updates on what crews worked on, what the early traffic data is showing and what’s coming up next so people can plan with the best information available.

What happened over the full closure weekend

Over the weekend of Jan. 10–11, WSDOT’s contractor, Atkinson Construction, completed the work needed to set up the long-term work zone for the Revive I-5: Ship Canal Bridge Preservation project. This required a full closure of all northbound I-5 lanes across the bridge.

Crews place barrier that will create a safe workzone during the construction on Revive I-5.

During that weekend, traffic patterns shifted across the entire region:

• Saturday traffic volumes were higher than a typical weekend, while Sunday volumes were lower, reflecting normal weekend travel behavior.
• Alternate routes including SR 99, I-405, SR 520, and I-90 all saw increased use as drivers adjusted.
• During the full closure weekend, the northbound express lanes were utilized and carried a share of northbound traffic while the mainline lanes were closed.
• A Sunday afternoon collision in the northbound express lanes briefly reduced volumes, underscoring how sensitive the system can be when capacity is constrained.

What crews accomplished behind the scenes

While drivers were adjusting to closures and detours, crews were laying the groundwork for long-term preservation work.

Over the weekend, crews:

• Pinned traffic barriers to lock in the long-term work zone
• Paved a new through lane and restriped traffic across the bridge

Lane diagram of traffic shift at NE 45th/50th Street off-ramp

Since traffic reopened with lane reductions, crews have continued critical preparatory work, including:

• Installing debris shields to protect vehicles traveling near active work
• Sealing expansion joints to prevent water intrusion ahead of hydro-demolition
• Chipping the bridge deck to assess underlying concrete conditions
• Moving specialized equipment into place for upcoming phases

This early work may not always be visible, but it’s essential to preserving the bridge deck and extending the life of a structure that carries hundreds of thousands of trips every day.

What we’re seeing now that weekday travel has returned

As weekday commuting resumed on Monday, what we have seen in these first few days are traffic patterns resembling what we saw during summer 2025, the first time this corridor experienced sustained Revive I-5 lane reductions.

So far, we’re seeing:

• Earlier commute start times
• Morning backups on southbound I-5, sometimes stretching north toward the King/Snohomish County line
• Increased use of SR 99 and I-405 as alternate north–south routes
• Continued pressure on SR 520 and I-90 as part of the regional adjustment

These changes are expected. During summer 2025, it took several weeks for traffic patterns to settle as people adjusted routes, schedules, and travel choices. What we’re seeing now follows that same pattern.

It’s also important to note that some alternate routes include tolls, and WSDOT continues to collect tolls on toll roads where tolling is in place.

Why the express lanes operate northbound only

One of the most common questions we’re hearing is why are the I-5 express lanes operating northbound 24 hours a day during this phase of Revive I-5?

During construction, several factors guide how the express lanes operate, including safety, traffic flow, and overall system reliability. With northbound I-5 reduced from five lanes to two across the Ship Canal Bridge, even a single collision or disabled vehicle can significantly disrupt traffic. Keeping the express lanes operating northbound helps reduce the risk of a full northbound shutdown and gives traffic operators greater flexibility to respond to incidents as they occur.

We understand how frustrating this is for people traveling southbound especially when you’re sitting in traffic and see express lanes that may appear lightly used at a given moment. That frustration is real. While the lanes may not always look full, they are being managed as a system-balancing tool, available to absorb surges, incidents, or breakdowns in the northbound lanes as conditions change throughout the day. Their value isn’t measured only by how full they look at one point in time, but by the reliability they provide to the entire corridor over the course of the day.

As weekday travel has returned, the express lanes have continued to play a key role in absorbing peak-period demand and providing flexibility when conditions change throughout the day. They are being managed as part of a regional transportation system, helping balance traffic across I-5, I-405, SR 99, and east-west routes.

View from WSDOT’s traffic camera at NE 45th Street on Wednesday, Jan. 14

It’s also important to note that this express lane operation is tied to specific construction phases and is not a permanent change. Express lane operations are aligned with where capacity has been reduced. When construction shifts to the southbound lanes in 2027, the express lanes are expected to operate southbound for the same reason; to help return capacity where it has been reduced due to construction.

Changing the direction of the express lanes is not as simple as flipping a switch. Each change requires closing the lanes, clearing vehicles, resetting gates and signs, and completing safety checks before reopening in the opposite direction. If an issue is identified during that process, the changeover can be delayed, which can add congestion and create additional challenges.

Traffic patterns also differ by direction. Southbound congestion often builds quickly but typically recovers. Northbound congestion tends to build more gradually, but once it forms, it can persist longer and affect more travelers over the course of the day. Operating the express lanes northbound during this phase helps limit those longer-lasting impacts and maintain balance across the corridor.

Staying informed

We encourage everyone to:

• Check the WSDOT mobile app or Travel Center Map for real-time conditions
• Explore options through Flip Your Trip, Sound Transit, and King County Metro

We’ll continue to monitor traffic daily and share updates weekly as this work continues. Thank you for adjusting, planning ahead and helping keep everyone moving safely while this critical preservation work gets done.

Holding back the tide: How the SR 105 Graveyard Spit project protects a community and its coastline

 By: Celeste Dimichina and Chelsey Martin

Every winter, storms hit the coast near North Cove. Residents watch nervously as waves creep closer to the only road that connects them to the rest of Pacific County. State Route 105 is more than pavement — it’s a lifeline. It links the Shoalwater Bay Indian Reservation and Tokeland to Grayland, North Cove, cranberry farms, and popular places tourists visit. It’s how kids get to school, how goods reach businesses and how emergency crews respond when every second counts.

But the Pacific Ocean never rests. Each tide pulls more sand from the shore. Storms send walls of water crashing over the beach, spraying salt and foam across the dunes as waves reach for the road. What was once a wide beach has worn down to a narrow strip between land and sea. With each wave, the ocean pushes closer, threatening homes, businesses, and the road itself.

For people living along this coast, it’s not just about losing sand. It’s about protecting their only road and their way of life. If SR 105 washes out, the closest detour adds a 75-mile roundtrip drive, leaving this remote area even more isolated.

Historical shoreline map shows the slow erosion of the shoreline. Photo credit: North Willapa Bay Shoreline Erosion and Dune Restoration Graphics. 

A Nature-Based Solution to a Big Problem

For decades, strong storms have battered this coast. Some years storms have washed away more than 100 feet of shoreline. Since 1996, several projects have tried to protect the beach. Large rock and other hard barriers were installed, but the ocean always found a way through.

The latest effort, the SR 105 Graveyard Spit Dynamic Revetment and Dune Restoration, takes a different approach: nature protecting nature. Instead of hard barriers, crews place tons of small rocks to absorb the ocean’s energy. They also rebuilt dunes that can shift and roll with the wind and the waves. These “living shorelines” take in the ocean’s force, protecting the road and the community instead of fighting it.

Graphic shows the history of projects aimed at preserving the shoreline alongside SR 105 near Willapa Bay in Pacific County

So far, the results are promising. Wetlands and salt marshes are returning. In 2024, hope arrived with new life: the first Western Snowy Plover chicks were documented on Graveyard Spit. These small, speckled shorebirds, protected under the Federal Endangered Species Act. The restored dunes now give them a safer place to survive.

That same year, the project won the Environmental Excellence Award for promoting resiliency. It’s proof that protecting people and caring for nature can go hand in hand.

Environmental Excellence Award 2024

Adult Snowy Plover and two chicks

People, Partnerships and Persistence

This project succeeds because of the people who care about this place. The Shoalwater Bay Indian Tribe has been central, guiding decisions and watching over the wildlife.

Each year, WSDOT maintenance crews face harsh winter storms. They close the road and clear debris to keep travelers safe and moving. Scientists from Washington State Departments of Ecology and Fish and Wildlife, along with other agencies, study how the restored dunes handle the ocean and affect wildlife. They share what they learn to help other communities.

Funding from partners like National Oceanic and Atmospheric Administration (NOAA), the Federal Emergency Management Agency (FEMA), the National Fish and Wildlife Foundation, and the State of Washington makes this work possible. Their support ensures this is not just a short-term fix—it’s a lasting investment.

Looking Ahead

Construction will finish in 2026, then the focus will shift to long-term care. Over 50,000 tons of cobble rock will be stored nearby, ready to reinforce the revetment after major storms. A Site Area Management Plan, created with input from all project partners, will help the project adapt as the shoreline changes.

For this community, the Graveyard Spit project is about more than protecting a road—it’s about protecting a way of life. It’s a promise to safeguard the coast, honor the people who have cared for it for generations, and ensure that future residents can stand on this rugged shore and watch the waves crash—not in fear, but with pride in the preserved coastline.

A quiet stretch of rocky coastline where the ocean meets the land—wind, waves, and driftwood shaping the shore under an endless blue sky.

Next steps for addressing the SR 165 Carbon River Bridge closure

In April 2025, we closed the 104-year-old State Route 165 Carbon River/Fairfax Bridge. At the time, our most recent inspections revealed one of the bridge's support columns was bent and buckling. We also saw advanced deterioration in the gusset plates at numerous locations across the bridge. These plates connect the bridges' truss members to other portions of the bridge.

The decision to close the bridge was difficult, but necessary. And it left residents south of the bridge with no way across the Carbon River Canyon. We have a temporary bypass route in place for access, but it's not a long-term solution. Since closing the bridge, we have finished a planning study that addresses access across the Carbon River. The following information is meant to bring people up to speed on what we've done so far, and what's to come.

Permanent barrier was placed in front of the SR 165 Carbon River/Fairfax Bridge, following the closure of the bridge.

Planning Study

To help guide a long-term vision, we do what's called a planning study. Think of it like a road map. It's a deep dive into an issue where we can look at many different options and measure the costs of those options. We put a lot of work into moving this study along as fast as we could. We evaluated options that addressed access across the Carbon River Canyon. Those options fell into the following categories:

• Replacing the bridge in the same vicinity.
• Re-routing SR 165 in a new location east or west of the canyon.
• Keep SR 165 closed and remove the bridge.

SR 165 Carbon River/Fairfax Bridge Planning Study Open House held at Carbonado School on June 2, 2025.

An online open house and two in-person open house events were held in May and June. We received 2,837 comments. Themes from the public feedback included:

• Restore access to Mount Rainier National Park and surrounding recreation areas.
• Rebuild in the vicinity of the current bridge.
• Avoid the highest cost alternatives.
• Minimize local community and business impacts.
• Keeping the bridge closed permanently was the least preferred alternative.

Community meeting held in Buckley on Aug. 21 to share the two alternatives being advanced from the planning study.

In August, we held a community meeting to share which two alternatives are advancing from the planning study into design and environmental review. Those two alternatives are:

• Replace the SR 165 Carbon River/Fairfax Bridge just north of the existing location.
• Keep SR 165 closed and remove the Carbon River/Fairfax Bridge.

Next up: design and environmental review

We allocated $7 million in preservation funding from the 2025-27 biennium Transportation Budget to move these two alternatives from the planning study into design and environmental review.

A couple things are occurring to get things rolling. We need geotechnical (soil and rock) information about the area. To access this location, we have to obtain right-of-way permits from landowners. We also must obtain environmental clearances before the work occurs. The Carbon River Canyon is heavily forested, and the hillsides are steep. It's not easy or cheap to place a drill rig in this area to take coring samples to see if the ground is strong enough to place a bridge foundation. That's the kind of data our survey crews need to gather to help determine the type, size and location of a new bridge.

It takes six to twelve months to collect this information. This timeline is dependent on securing environmental permits to remove some trees in this scenic canyon area for drilling. Our environmental team has identified the location as habitat for Spotted Owl and Marbled Murrelet. There are only certain times of the year we can remove trees to avoid nesting for both species. This early engineering work is used to start environmental review for the project.

View looking north of the existing Carbon River/Fairfax Bridge, in an area where a new bridge potentially could be built.

The option of keeping SR 165 closed is also being evaluated. By keeping SR 165 closed, we may need to compensate the lost access for those who currently have access to SR 165 south of the bridge, if reasonable alternative access is not otherwise provided.

NEPA, known as the National Environmental Policy Act, is a federal process that will look at the environmental impacts of each alternative. It focuses on the effects on the land, water, air, wildlife, habitat loss and human health. We are responsible for collecting and analyzing environmental impacts. Then we hand off the findings to other agencies for further review and comment.

The other agencies involved include Federal Highway Administration, US Fish and Wildlife, National Marine Fisheries Service, Department of Archaeology and Historic Preservation, Tribes and others. Each reviewer is given time to review and comment on WSDOT's work, ranging from 30 to135 days or more. Altogether, WSDOT is planning for a 24-month NEPA evaluation and review timeline.

The environmental review addresses something known as Section 106, the National Historic Preservation Act. The law established a national policy for the protection of important historic buildings and archeological sites and the responsibilities for federal and state governments to preserve our nation's heritage. The SR 165 Carbon River/Fairfax Bridge is listed in the National Register of Historic Places.

The public will have opportunities to provide input during environmental review.

The planning study outlined a preliminary six-year timeline to get a new bridge built. As we do more engineering, this timeframe will likely be revised.

We've read a resolution recently passed by the Town of Wilkeson asking WSDOT not to remove the bridge. The bridge will not be removed without environmental review and until the NEPA process is complete.

SR 165 Bypass route

Following the bridge closure, we took immediate steps to ensure people living south of the bridge had a way to get to and from town. This meant issuing keys to a privately owned bypass route. This nine-mile route is not open to the general public. It's a winding, narrow, gated gravel logging road that we don't own. The route is owned by five private property owners, as are the gates at either end of the route. We negotiated emergency permits and rights of entry with each property owner so people living south of the bridge had a way to get to and from their homes across the Carbon River. This route was established in late summer 2024 when the bridge was severely weight restricted. We appreciate the willingness of the bypass route's five property owners to work with us on this issue.

We recently signed an agreement with the Department of Commerce to help cover funding for automatic gates on the bypass route. The gate hardware is being ordered and will be installed in the coming months. We also recently initiated a new lock and key system to the gates on the bypass route to address security issues.

Our crews maintained this bypass route last winter and will continue to do so in 2026. The bypass will be maintained at the same level as SR 165 was prior to the bridge closure. Our state-wide priority plow route maps are available on our website.

We've heard from people who want to open the bypass road, but that's not possible. The route is privately owned. Under the terms of the agreement we have with the owners, we can't open it to the public.

The bypass route is owned by five property owners. The route is gated and cannot be opened to the general public.

How did we get to this point?

We are frequently asked why the bridge didn't get painted. The short answer is funding. The Carbon River Bridge is competing for available preservation funding with many other aging bridges across the state. We receive funding through the state's Transportation Budget every two years by the state Legislature. We are given limited funding for preserving infrastructure like bridges, and our repair and replacement needs far exceed the funding levels provided through the Transportation Budget. This work has been underfunded for decades, and we can't overspend our budget.

WSDOT maintains 3,481 bridges in its current inventory. 342 WSDOT-owned bridges are 80 years old or older, which exceeds WSDOT's expected service life of a bridge. Bridges are designed for a 75-year life. Many of them desperately need preservation work.

You don't have to look far to see another example of this. SR 162 Spiketon Creek Bridge just a few miles away was closed in 2018 then reopened in 2019 with a temporary bridge structure. The bridge was 82 years old when it closed in 2018. The Spiketon Creek Bridge is one of 33 in the state that currently needs replacement. Over the next 10 years, that number will jump to 80 bridges that need replacement.

We will continue to work with lawmakers, state leaders and partners to share these needs and seek solutions.

The loss of this bridge has affected local property owners, outdoor enthusiasts and local communities alike. We regularly hear from people who miss escaping to the Mowich area of Mount Rainier National Park. It has created challenges for our own crews maintaining a section of SR 165 south of the bridge. We are committed to keeping people updated on next steps and any opportunities for feedback on the two options being advanced.

A view of the 104-year-old Carbon River/Fairfax Bridge closed to all travelers. The bridge opened to traffic on Dec. 17, 1921, and was originally named the Fairfax (O’Farrell) Bridge. Historylink.org has more details on this bridge.