More than a ferry system: WSF earns national honor for training mariners

A job at Washington State Ferries can be the start of a lifelong maritime career. We take folks with entry-level credentials and help them gain the skills they need to become the leaders in the engine room, wheelhouse, and terminals that make our entire ferry system work.

Who are the folks behind the scenes developing our workforce? Our incredible Training Team. We’re proud to announce that because of this team, Washington State Ferries was named a 2026 Center of Excellence for Domestic Maritime Workforce Training and Education by the U.S. Department of Transportation’s Maritime Administration. This national honor recognizes WSF as a major maritime training center.

Building careers, not just filling jobs

Since 2022, we’ve hired and trained 324 ordinary seafarers, 140 wipers and oilers, and 345 terminal attendants. With training and experience, these entry level positions can lead to new skills and more responsibility.

We also have a 93% employee retention rate. Our goal is to help folks who want to advance in their careers do so.

We also hold a 98.9% training completion rate. That means critical skills that mean the difference in saving the lives of our passengers are regularly practiced and refined. These numbers show the value of helping employees learn, grow and build lasting careers.

Employees take part in hands-on maritime training. Training like this helps employees build the skills and confidence they need to work safely on the water

Learning by doing

Maritime training takes more than time in a classroom. Employees also need hands-on practice. They must learn how to work as a team and respond when safety matters most.

WSF’s Training Department offers courses in safety, technical skills, vessel and terminal operations, job qualifications and leadership.

Training staff work with instructors, mentors and experts across the ferry system. Together, they help employees learn the skills needed to do their jobs safely.

WSF is also approved by the U.S. Coast Guard to teach and test certain safety courses. These include Basic Firefighting and Personal Safety and Social Responsibilities. Training sites across the region give employees places to practice their skills.

Our mariners train for the moments when skill, teamwork and preparation matter most. Employees across the system help build that expertise through hands-on training, instruction and real-world experience.

Working together to grow the workforce

The maritime industry faces a national shortage of qualified workers. By investing in our own fleet, helping people grow and move up to become skilled mariners, we are also investing in Washington State’s local maritime industry.

We work with programs such as Maritime High School, Sno-Isle TECH and Core Plus Maritime to introduce students to maritime careers. We partner with local schools, training centers, labor groups, regulators and industry. We also work with outside training providers to help employees gain new skills and qualify for officer jobs.

The Center of Excellence honor gives us a chance to build these partnerships and share what works. It also highlights our role in helping train the next generation of workers for the nation’s maritime industry.

A team effort

This honor belongs to the people who make our training programs possible. Instructors, mentors and employees across the system all help others learn and grow.

“I am extremely proud of what this team continues to accomplish, and I believe the designation provides an appropriate opportunity to recognize their work and the contributions of the many employees who support our training programs,” said Training & Credentialing Manager Allen Scott.

This recognition celebrates this work. We are a place where people can start maritime careers, earn credentials, move into licensed jobs and become leaders.

How we’re hoping to finish our bridge preservation project in Mount Vernon sooner

Update: Nov. 5, 2026 at 2:45 p.m.

Our contractor has maximized the good weather we’ve seen during the first days of the full closure of the State Route 536 Skagit River/Division Street Bridge for our painting and preservation project. Crews have focused on the tasks that need dry conditions, such as derigging the bridge and touching up the paint in areas that were covered by wires and cables needed for the containment system. Puget Sound Energy also has been on site and is preparing to install five new LED lights on the bridge in the coming weeks.

Though the forecast shows potential for rain this weekend and early next week, our contactor plans to use tarps and all other available tools to keep areas dry so they can begin concrete repairs on the bridge’s driving surface. Colder temperatures could slow our progress, but we’re continuing to work toward our goal of reopening the bridge to both directions of traffic before the holiday season.

After completing the concrete repairs, we’ll need a stretch of dry weather to add lane markings before reopening the bridge. Until the bridge reopens, continue to use I-5 and SR 20 in both directions to detour around the closure and allow extra travel time.

Please also remember that access will remain open for pedestrians, bicyclists and people using mobility devices. When work requires the bridge sidewalk to close, a shuttle service will be available in both directions.

Crews have focused on removing the rest of the containment system and touching up paint during the first few days of the full closure of the SR 536 Skagit River Bridge in Mount Vernon.

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Update: Nov. 2, 2026 at 2:30 p.m.

The State Route 536 Skagit River/Division Street Bridge in Mount Vernon is now closed to westbound passenger and freight vehicles, as well as eastbound traffic. Only emergency response vehicles, pedestrians, bicyclists and people using mobility devices are allowed across the bridge during the closure. The detour for non-emergency vehicles uses Interstate 5 and SR 20 in both directions.

This full closure will allow us to accelerate construction on our painting and preservation project. Our goal is to finish up necessary tasks and reopen the bridge to both directions of traffic before the holiday season. However, we need the weather to cooperate so we can finish all the necessary work.

You may have seen that we’ve removed the red and white tarps that formed the containment system around the western span of the bridge. This is good sign that the project is on track to meet our goal of reopening before the holidays. While we’ve finished the blasting and most of the painting that required the containment system, we still have plenty of work to complete before we can reopen the bridge.

Tasks we need to accomplish during the full closure include:

• Making repairs to the driving surface
• Sealing bridge joints
• Removing the rest of the containment system and platforms that allowed crews to reach the upper portions of the structure
• Painting areas of the bridge that we couldn’t get to with the containment system installed
• Completing repairs to the steel structure
• Replacing bridge lighting
• Adding lane striping

Fully closing the bridge allows crews to access the entire structure and complete work faster. We will continue to update our progress periodically on this blog during the rest of the full closure.

The containment system has been removed from both spans of the SR 536 Skagit River/Division Street Bridge, but plenty of work remains to complete a painting and preservation project.

Update: Oct. 28, 2026 at 12:30 p.m.

Beginning at 5 p.m. Sunday, Nov. 1, the State Route 536 Skagit River/Division Street Bridge in Mount Vernon will fully close. Once the closure begins, all non-emergency eastbound and westbound SR 536 vehicles must detour using Interstate 5 and SR 20. Please add time to your travel plans, as the detour is about 10 miles from one end of the bridge to the other.

During the closure, our contractor will work to finish construction of a painting and preservation project that will help extend the lifespan of this vital link between downtown and West Mount Vernon. Our goal is to reopen the bridge in both directions in time for the holiday season, however cold, wet or windy weather could extend the closure length.

Last week’s weather cooperated, and allowed crews to finish blasting old paint, debris and rust off the western structure. Crews then added primary and intermediate coats of paint. If this week’s weather allows, we expect to have the final coat applied before the end of the week.

Beginning at 5 p.m. Sunday, Nov. 1, all non-emergency eastbound and westbound SR 536 traffic will need to detour around the Skagit River Bridge using I-5 and SR 20.

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Original post:

You spoke, Mount Vernon, and we listened. We then worked with our contractor and Mount Vernon officials to find a solution that will allow us to accelerate the remaining work on a project to repaint and preserve the historic State Route 536 Skagit River/Division Street Bridge and fully reopen to eastbound and westbound traffic several months early.

The SR 536 Skagit River/Division Street Bridge in Mount Vernon was last painted in 1990. A WSDOT project is now performing important preservation work on the bridge to extend its service life.

Finishing work sooner means we need to close the bridge in both directions to non-emergency vehicle traffic beginning Sunday, Nov. 1. This closure will last about two weeks, assuming the weather cooperates, but the full closure gives us an opportunity to fully open the bridge for the holiday season.

The bridge, which was built in 1953, was last painted in 1990, meaning it desperately needed this important preservation work to extend its service life. Our original plan closed the bridge to eastbound traffic on June 11. Though the bridge remained open to westbound vehicles, the eastbound closure was expected to last until work finished in early 2027.

Our contractor has made steady progress, but we’ve also heard strong interest in getting this work finished sooner and reducing the amount of time construction affects people and businesses on both sides of the bridge.

Anytime we disrupt the normal flow of traffic, especially when that disruption is months long as needed for construction, we know that people must rearrange their lives to accommodate. Commutes take longer, trips to town may be more difficult, errands, appointments and recreation all require more planning and often, more time.

When given the opportunity to reduce the overall duration of those impacts, we took another look. We can’t always change how a project is sequenced or how traffic control must operate, but in this case, we identified an opportunity to accelerate the remaining construction schedule and reopen the bridge sooner than originally expected.

A containment system has covered different sections of the SR 536 Skagit River Bridge during construction, protecting the river below from debris and paint.

Here is everything you need to know about what will happen:

What is the plan?

Beginning Sunday, Nov. 1, we will close the SR 536 Skagit River Bridge to both directions of non-emergency vehicle traffic. Passenger and freight vehicles must detour using I-5 and SR 20. This will allow us to accelerate construction and finish work faster. The good news is when we finish, we’ll be able to reopen the bridge to BOTH directions of traffic.

How long with the full closure last?

We expect the full closure will take about two weeks, provided the weather cooperates. Wet, windy and cold weather could extend how long the bridge is closed. If the weather stays dry and warm enough and strong winds hold off, we should be able to complete this important preservation project and open the bridge to all vehicles for the holiday season.

What about emergency services?

Emergency responders will still be able to use the bridge in both directions, just like they can now. They use a system already in emergency vehicles to trigger the temporary traffic signals at either end of the bridge. These signals are ONLY for emergency vehicles and will not change for passenger or freight vehicles, which must detour using I-5 and SR 20.

What about people walking or biking?

Access across the river will be maintained for pedestrians, bicyclists and people using mobility devices in both directions throughout the full closure, just as it is now. When we must close the bridge sidewalk, an Americans with Disability Act-compliant shuttle will be available in both directions.

Most of the painting work has been completed on the smaller, eastern span of the SR 536 Skagit River Bridge. Crews are actively working on the smaller, western span.

How does a full closure help speed up work?

Without a need to maintain a lane for traffic, crews have access to the full structure using the entire driving surface. This will allow them to complete the remaining tasks quicker and reopen the bridge sooner.

What work needs to be done?

Work is nearly complete on the larger, eastern span of the bridge. Crews also began blasting away old paint and years of rust and debris from the smaller western span and inspecting each steel piece so we could repair or replace pieces that have corrosion. We’ve also begun adding new layers of paint to the west span that will protect and preserve the structure for years to come

By the time the full closure begins Nov. 1, we expect to have most of the painting work done, provided the weather continues to be favorable throughout October. That leaves repairs to the driving surface, sealing joints, installing pavement markings and derigging the containment system. We also need to touch up paint where repairs are still being made or the containment system rigging prevented us from painting the bridge structure.

When will work be finished and the bridge reopen?

We expect the remaining work will take about two weeks to complete after we begin the full closure. Our goal is to reopen SR 536 for the holiday season. But that is a goal, not a guarantee. The one thing we cannot control is the weather. Cold, wet or windy weather will hamper our ability to meet that goal and could extend the length of the closure.

Crews are working to complete painting of the eastern span of the SR 536 Skagit River Bridge, but still have plenty of tasks to complete. These include driving surface repairs, derigging the containment system and touching up paint. They’ll focus on this work during the full closure.

What if the weather doesn’t cooperate?

The full closure will be extended. Unfortunately, we cannot switch back and allow one direction of traffic once we have fully closed the bridge to both directions of traffic.

If this speeds things up why not start earlier?

We still have work to complete before we get to the full closure. While a full closure will speed up repairs to the driving surface and derigging, the sand blasting and most of the painting can be done just about as fast while still allowing westbound traffic over the bridge. Fully closing it now would not speed up the process.

Will the bridge open to eastbound traffic before the full closure?

The bridge needs to remain reduced to one lane to make room for crews, machinery and the containment system while we sand blast and paint the western span. For that reason, the bridge will remain closed to eastbound traffic until we finish construction and the bridge fully reopens.

Why hasn’t traffic been alternating since the beginning?

During the design phase of this project, we looked at alternating eastbound and westbound SR 536 traffic. As part of this evaluation, we did a queue analysis, which showed backups could potentially reach a half mile through downtown Mount Vernon if we alternated traffic and be even longer depending on how many travelers voluntarily used a longer detour.

After consulting with officials from Mount Vernon, Skagit Transit, Mount Vernon School District and local emergency service providers, we determined those types of backups would significantly affect emergency response times to and from West Mount Vernon. To maintain current emergency service response times, we determined it was best to keep the bridge westbound only.

If the weather cooperates allowing work to finish, the SR 536 Skagit River Bridge could reopen to both directions of traffic in time for the holiday season.

If the full closure is speeding things up, why wasn’t a full closure used in the first place?

Even with a full closure from the beginning of the project, it would have taken much longer than two weeks to complete construction. After consulting with our partners, it was determined the length of that full closure would be too long, and we proceed with the plan to limit traffic to one direction for the duration of the project.

As work progressed, we heard the challenges people living and working on both sides of the river were having with the bridge reduced to a single lane. We revisited the idea of a full bridge closure to expedite work. Beginning Nov. 1 we are at a unique place in the sequencing of work where a shorter full closure will allow us to finish necessary work so we can fully reopen the bridge in about two weeks, pending cooperation from the weather.

Where can I get updates?

This blog will be your best source. We’ll provide regular, short updates about how work is progressing right here. We’ll also provide progress updates on our regional X and Bluesky accounts and in our weekly Mount Baker Area Newsletter.

WSDOT searching for missing plane near Okanogan

FINAL: Oct. 11, 2026 at 7:50 p.m.

The search for a missing plane and passengers concluded Sunday evening, Oct. 11 after our search and rescue teams located the aircraft wreckage in Aeneas Valley near Tonasket. The pilot, 61-year-old Nicholas Grachanin and passenger Jim Merik were found deceased inside the aircraft.

Our agency and assisting partners located the wreckage and the two occupants at approximately 4:30 p.m. on Sunday, Oct. 11. The families have been notified of today's findings. On behalf of the entire search and rescue team, we extend our sincere condolences to the families and loved ones who lost their lives. We are thankful to everyone who contributed their time, expertise and resource to this search effort.

This concludes our involvement in the mission. Further information will be released by the Okanogan County Sheriff's Office. Media questions about any investigation of cause can be directed to the National Transportation Safety Board.

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Original post:

We are currently searching for a missing plane in the vicinity of US 97 near Okanogan.

Our Air Search and Rescue team was notified Saturday evening of a missing 1976 Piper Cub aircraft. The pilot and passenger left Penticton, British Columbia for Grangeville, Idaho. The pilot and a passenger were aboard when the pilot lost communication with Seattle Center air traffic control. The pilot's daughter subsequently contacted the Okanogan County Sheriff's Office to report the aircraft and its occupants missing.

Our Air Search and Rescue teams immediately began searching for the aircraft's last known radar locations between Oroville and Okanogan, using cell phone forensics to help identify potential search areas. Additional ground search resources from the Colville Confederated Tribes were also contacted to assist with the effort.

Search teams continue to look for the missing aircraft. No distress signals were received overnight.

Air Search and Rescue operations will continue Sunday, Oct. 11 with favorable weather conditions. An aircraft will follow helicopter flights through the search area. Anyone who thinks they saw or heard the plane Saturday night or spotted anything in the area should call the State Emergency Operations Center at 800-258-5990 with details. At this time, search officials do not need volunteers to conduct air or land searches.

Updates on the search will be posted on the WSDOT blog. Email updates from WSDOT are also available online by signing up and selecting the emergency news "air search and rescue" option. Barring new developments – which would be announced on the blog – the next update is planned for 9 p.m. Sunday, Oct. 11.

WSDOT, by statute (RCW 47.68.380) is charged with the coordination and management of aerial search and rescue within the state. The agency works in conjunction with volunteer search and rescue groups, law enforcement and other agencies, such as the U.S. Navy, in carrying out such searches.

Taking the next step for SR 164 – join us

Earlier this year, we asked people who travel SR 164 between Auburn and Enumclaw to share their experiences. More than 600 community members expressed their thoughts through surveys, focus groups and community events.

A map showing the study area from Dogwood Street East in Auburn to High Point Street in Enumclaw

Safety is a top concern. They shared challenges with speeding, difficult turns, walking and biking access, traffic congestion and travel reliability. They also told us they want improvements that respect the character of the communities along the corridor. If you participated in Phase 1, thank you. If you missed it, you can read about Phase 1 in our previous blog post.

Now we are ready for the next step.

We are inviting the public to join Phase 2 of the SR 164 Vision and Implementation Plan. This study looking at future transportation improvements along SR 164 from Dogwood Street Southeast in Auburn to Highpoint Street in Enumclaw.

What is Phase 2?

During Phase 1, we listened and learned.

During Phase 2, we are sharing potential improvement ideas based on what we heard and asking for your feedback.

These ideas cover walking, biking, rolling, driving, transit access and safety at locations across the corridor.

We want to know:

• What do you like about these ideas?
• What feedback do you have?
• Are we missing anything?
• What should we consider as we continue refining recommendations?

Visit the online open house

From Oct. 6 through Nov. 2, 2026, you can visit our online open house to:

• Learn more about the study.
• See potential improvement concepts.
• Explore potential changes along different parts of the corridor.
• Complete a survey and share your feedback.

The survey takes about 10 minutes to complete.

Why your feedback matters

SR 164 connects homes, schools, jobs, services, businesses, and recreation throughout Auburn, the Muckleshoot community, unincorporated King County and Enumclaw.

Your experiences help us understand what works, what doesn't and what improvements could make the corridor feel less stressful and easier to use.

This is a planning study, not a construction project. The goal is to build a long-term vision and identify possible future improvements. The final plan will go to the Washington State Legislature to help inform future transportation decisions.

Join us in person

Want to talk with the project team face-to-face?

Join us for an in-person open house on Tuesday, Oct. 20, at Chinook Elementary School. Spanish interpretation will be available.

Stay involved

There will be more ways to participate as the study continues. Future steps will include reviewing draft recommendations and giving feedback on the draft Vision and Implementation Plan.

Whether you drive, walk, bike, roll or take transit, your input can help shape the future of SR 164.

How to participate

• Online open house and survey: Oct. 5 to Nov. 2, 2026
• In-person open house: Tuesday, Oct. 20, 2026, 5:30 to 7:30 p.m. at Chinook Elementary School
• Project webpage: SR 164 Vision and Implementation Plan

Questions? Contact Zack Howard at zachary.howard@wsdot.wa.gov or 206-464-1253.

Everything you need to know about SR 167 Expressway tolling

The first section of the new SR 167 Expressway between Fife and SR 509 near the Port of Tacoma is now open. We couldn’t be more excited about this new road to help ease congestion on I-5 and other local roads. The expressway is currently free to use but come December it will be tolled.

A new direct route to SR 509 and the Port of Tacoma

This section of the SR 167 Expressway links I-5 in Fife and SR 509 near the Port of Tacoma. The new expressway gives drivers more options to travel through the area, offering a new route into and out of Tacoma. It’s also great news for freight by providing a more direct route to and from the Port of Tacoma that doesn’t involve using local roads. That will help ease heavy traffic at the 54th Avenue East and Port of Tacoma Road interchanges on I-5.

https://youtu.be/Zhuk7BArwqs?si=ATyckNywOl4Hka2D

Drivers can use the new expressway to travel north from SR 509 to northbound I-5 or hop on at 54th Avenue East and head to northbound I-5. However, there is no option to exit the expressway before I-5 until the remaining section of the expressway opens in 2029. From southbound I-5, drivers can exit at 54th Avenue East or continue to southbound SR 509.

You cannot access the SR 167 Expressway from northbound I-5 at this time.

All existing routes through the area will remain open and free to use. This new expressway just provides one more option and is the first step in building out critical connections between major roadways and local communities.

How tolling will work

All lanes on the new SR 167 Expressway will be tolled. For drivers with a two-axle vehicle like an SUV or sedan and a Good To Go! pass, rates will be $1 each way. For drivers without a Good To Go! pass who choose to Pay By Mail, the rate will be $3 per trip. Vehicles with three or more axles will pay a higher toll depending on the number of axles.

Like most toll roads in Washington, there won’t be any toll booths; you just drive through without stopping and we’ll charge a toll to your account or mail a bill to the vehicle’s registered owner after the trip.

Please note there are no HOV or motorcyclist exemptions on the new expressway; all drivers will pay a toll.

Prepare for driving on the new road with Good To Go!

Once tolling begins in the winter, to pay the lowest toll rate you’ll need to open a Good To Go! account, get a pass and install it on your vehicle. Good To Go! works on every toll road in Washington, and you can choose an automatic payment option, so you don’t have to worry about bills in the mail.

A Good To Go! sticker pass normally costs $5 but now for a limited time they're free. You can order your free pass with promo code FREESTICKER167 at checkout when ordering at MyGoodToGo.com. If you already have a Good To Go! pass it will work on the SR 167 Expressway.

Different types of Good To Go! passes

There are different kinds of Good To Go! passes, and all will work to pay the lowest rate on every toll road. Depending on your driving habits, some passes may be a better option than others. For example, if you usually drive with a few others in the car, a Flex Pass may be more appropriate, since carpoolers on I-405 and SR 167 express toll lanes can carpool toll-free. If you drive a motorcycle, a Motorcycle Pass may be the better pass option.

Any and all Good To Go! passes lock in the lowest toll rate on every toll road, so you really just want to choose the right pass for your driving situation.

The new SR 167 Expressway is different from the SR 167 Express Toll Lanes

The new SR 167 Expressway links I-5 near Fife and SR 509 near the Port of Tacoma, while the SR 167 express toll lanes run from SR 161 in Sumner to I-405 in Renton.

The toll rates, hours of operation, and rules of use are completely different between the two roads. Learn more about both roads and their differences on the Tolling on SR 167 webpage.

Visit our website for more information

Check out our new website GoodToGo167.com to learn more about the new SR 167 Expressway and all things tolling related. You can also order a free sticker pass for a limited time to help you save on tolls.

Orange barrels and 92 million sheets of toilet paper: A busy summer with our maintenance crews

By: Tina Werner, WSDOT maintenance communications

Summertime = busy, am I right?

Whether it was cheering on your favorite sports team, camping in the mountains or hopping on a ferry, we’re sure you were busy these past few months. No matter where you went, chances are you encountered something else along the way.

Orange barrels. And lots of them.

Some of those barrels marked major construction projects. Others marked something much smaller, but no less important. An overnight pothole repair. Freshly painted lane markings. Guardrail replacement. A broken picnic table at a rest area that needed to be fixed.

Behind many of those orange barrels were some of the people who quietly keep Washington moving every day: our highway maintenance crews.

Maintenance crews used a “hydromill” while repairing potholes along eastbound Interstate 90 near Spokane this summer. This equipment allows crews to quickly remove rough sections of the road and pour new pavement during a single shift.

A crew member stripes southbound State Route 302 in Gig Harbor to allow for a new bike and pedestrian lane for safety. This work was prompted by citizen and partner agency requests, and an overall increase in all travel modes on SR 302.

Summer stats

Our crews repair signs, clear vegetation, sweep roads, remove fallen or dead trees, repair traffic signals, inspect drainage systems, collect bagged litter and patch thousands of potholes. They are also the same crews that plow highways in the winter and respond when wildfires, floods and other emergencies strike.

During the eastern Washington wildfires this summer, our maintenance crews helped close roads and documented and repaired damage like these burned signs.

They also help with some out-of-the ordinary tasks as well. This included staffing road or ramp closures for international soccer matches or – and we’re not making this up – when a semi full of corn spilled onto the road.

Oh shucks! Maintenance crews help clean up after a corn spill along the southbound I-5 ramp to Thorne Lane in July.

So, what did our crews accomplish this year? A lot.

From June 1, through Aug. 31, 2026, they:

• Completed 1.6 million square feet of pavement repairs
• Painted 5,301 lane miles of road stripes, helping keep travel lanes clearly marked
• Painted more than 40,000 pavement markings, totaling nearly 1,100 miles. This includes things like arrows, crosswalks and stop bars that improve bicycle and pedestrian safety.
• Removed 1,498 hazardous or dead trees to improve safety and visibility – a 27% increase from last summer
• Swept 3,805 miles of roadway to clear small debris – a 1% increase from last summer
• Installed 855 guideposts, providing 431 miles of lane delineation along state highways
• Repaired 1,109 highway lights
• Repaired 471 traffic signals
• Inspected, cleaned or repaired 7,209 catch basins to help prevent flooding before the rainy season
• Repaired 86 culverts, separate from our fish passage work which is completed as part of new construction projects
• Removed 346,442 square feet of graffiti
• Flew 88 drone flights to document disaster damage or inspect hard-to-reach areas and help identify repairs
• Collected 318 tons of trash – the equivalent of about 42,351 full litter bags. (Litter is picked up by Ecology crews and Adopt-A-Highway volunteers and then our Maintenance crews gather and dispose of the bags)
• All told, crews logged 53,815 unique work entries for highway maintenance tasks statewide.

And then there are the rest areas, which get a workout each summer.

• This summer, travelers flushed our safety rest area toilets about 9.2 million times .
• They also used about 92 million sheets of toilet paper – enough to stretch from Olympia to Spokane and back, with enough left over to gift-wrap Mount Rainier.
• Crews also supplied 3,648 gallons of hand soap . That’s enough to fill 730 five-gallon buckets. Or enough soap for Washington’s largest-ever bubble party. You decide.

Crews replaced damaged guardrail from the SR 7 ramp to northbound I-5 in Tacoma. Crews also cut back vegetation, swept the road and cleaned up large debris during the five-hour closure.

The heroes of our highways

Nearly 1,500 highway maintenance workers are stationed from Forks to Pullman and everywhere else in between. These are our boots-on-the-ground crews. Many live in the communities where they work, travel the same roads you do and often work behind the scenes to make sure those roads you depend on remain safe and reliable.

At a high level, they are responsible for maintaining:

• Nearly 19,000 lane miles
• 47 safety rest areas
• 3,502 state-owned bridges
• 55 tunnels
• 1,616 traffic signal systems (flashing beacons, traffic signals, etc.)
• 3,250 highway lights
• 278 ramp meters
• 946 electronic highway signs
• 26 weigh stations
• Nearly 100,000 acres of rights of way

Their planned, daily workload can change in an instant depending on weather conditions, collisions, emergencies or whatever else lands on Washington’s highways – like corn.

In other words, their job description is a never-ending to-do list. Their work is prioritized based on safety.

The work doesn’t stop when the sun goes down

Our maintenance crews work around the clock to keep people moving. That includes working at night when it’s safe to do so. It’s a balance of making repairs when traffic volumes are lower (where possible) and keeping our crews safe and making emergency repairs when we need to.

We know what some of you might be thinking: “Well, aren’t you just doing your job, WSDOT?”

Yep. We are. We also think there’s value in showing you what that job actually looks like. They’ll keep doing all this work and more, but they need your help.

Maintenance crews repair overhead lights in the I- 5 Seattle Convention Center tunnel following a series of international soccer matches in the area.

Every orange barrel represents work to help keep travelers and goods moving across our state. These same barrels are protecting crews, who are working just feet away from moving traffic. These workers could be your neighbor. Your friend. Your relative. Next time you are traveling through a work zone, please slow down, pay attention and give them room to work safely.

A maintenance worker holds a stop sign to help direct traffic along SR 20 while crews add fresh striping to the highway this summer.

Join us

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

Aging bridge joints: Sturdy Gertie in Tacoma needs a total knee replacement

Update: Oct. 30, 2026 at 12 p.m.

Lane and ramp closures for the joint repair detailed in this blog began on Saturday, Oct. 24. Work was completed one week ahead of schedule. All lanes across the bridge and the ramp from Jackson Avenue to westbound State Route 16 reopened on Friday, Oct. 30.

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Original post

By: April Leigh and Cara Mitchell

Emergency lane closures across the State Route 16 Tacoma Narrows Bridge to Gig Harbor for bridge joint repairs on April 27, 2026.

Heads up State Route 16 commuters: more emergency repairs on the westbound 1950 Tacoma Narrows Bridge that takes travelers from Tacoma to Gig Harbor are on the horizon.

A quick history lesson first: the westbound bridge opened to travelers in 1950. It replaced the original Tacoma Narrows Bridge, forever known as “Galloping Gertie.” The 1950 westbound bridge has a few nicknames – one of which is Sturdy Gertie.

We want to level with you on the challenges our dear Sturdy Gertie is facing. We also want to share the steps we are taking to keep this landmark structure working for years to come.

The most pressing issue is the expansion joints. Those are the steel pieces on the bridge deck that make the “thuh-thunk” sound when you drive over them. There are small joints and large joints on the bridge. Like joints on a person, they work together to help the bridge move.

Three of the four large expansion joints near the towers have approached the end of their useable life. Up to now, we've been able to make temporary repairs and keep lane closures to a minimum. But temporary repairs can only last so long.

A detailed description of the location, age and recent repairs of the large expansion joints on the westbound State Route 16 Tacoma Narrows Bridge to Gig Harbor.

The graphic shows the locations of each expansion joint on the 1950 Tacoma Narrows Bridge. There are two by each tower, and each are labeled. There is a section in the Tacoma West Joint where temporary fixes will no longer work. This section is mostly under the two right lanes where the heaviest loads travel. We are at the point where a more extensive repair is needed to keep all lanes open until the aging joints can be replaced. The cost estimate for this extensive temporary repair is $140,000.

Here's the good, the bad and the not-so-surprising details on what's ahead:

The good

There is only one solution between temporary repairs and completely new joints– that's a partial joint replacement. This is a herculean effort, considering these parts aren't exactly available at the hardware store. We've been working with a local steel fabricator since August to create the partial joint and prepare it for installation.

Parts of the new partial joint during fabrication.

The bad

Installing a new partial joint is a big job and requires two lanes across the bridge to close around the clock for two weeks. During the work the two right lanes of the Tacoma Narrows Bridge to Gig Harbor and the Jackson Avenue on-ramp to westbound State Route16 will close. This means two weeks of long afternoon commutes and delays for travelers. Many of us use the bridge daily and know what a pain this will be.

We expect to make these repairs in October and will share the start date for the work as soon as it's available.

When you drive across the bridge and pass the work zone while repairs are underway, chances are you may see little to no activity. That's because most of the repairs are happening underneath the bridge deck. After the work is finished, we also need time to see how the bridge responds before opening lanes for travel.

Daylight hours are required for this work. If we could do this kind of work at night, we would. This is precision work in a confined space while suspended high above the water. We do lots of other work at night, but this isn't one of them.

The not-so-surprising

This repair is one of many temporary fixes to help keep lanes open until the joints are replaced. It doesn't mean travelers won't see more emergency repairs in both this and other locations. Unfortunately, you can expect more lane closures across the bridge.

Whenever possible, we try to limit repairs during the weekday afternoon commute. But emergencies are just that, and we're not always able to wait until the evening or weekends to do the work.

In some cases, it's nearly impossible to identify where an expansion joint is damaged until it becomes apparent. There are areas of the bridge joints that are encased in concrete. Failures in those areas are often not visible until the driving surface begins to crack and deteriorate around them.

Why the joints keep breaking

The bridge is no spring chicken. As materials age, things begin to break. It faces wind, high traffic volumes and heavy loads. The metal and concrete driving surface expands and contracts in hot and cold weather.

We are now finding cracks and failures in the large steel joints with increasing frequency. Of the 10 emergency repairs since 2024, eight have occurred at the large joints on the bridge.

We weld new steel and add support structures where we can. But with each new temporary repair, the joints deteriorate more. We fix one spot, only to have another crack show up right next to it. It's like breaking a leg, getting a cast, and then breaking the same bone- just in a different spot.

Repairs to large expansion joints on the SR 16 Tacoma Narrows Bridge to Gig Harbor April 23, 2026.

Project to replace the joints coming

A project to replace the joints is in currently in design, with construction planned in 2027. We aren't building a new bridge – we're fixing Sturdy Gertie. Until we can get the work started, travelers need to be prepared for potentially more emergency lane closures and short-term repairs. We know you'll have lots of questions on what that construction will look like next year – we do too. We will share those details once we have them.

Replacing the bridge joints is one of several preservation projects we are tracking on the 76-year-old bridge over the next six years. We are prioritizing the work based on the emergent need and available preservation funding. The most recent increase in preservation funding in the state's transportation budget will help us keep Sturdy Gertie working as it should for years to come. Right now, just over $300 million is programmed through 2031 for preservation projects specific to the westbound bridge. Beyond next summer's bridge joint replacement work, additional preservation work includes painting the deck truss and towers of the westbound span in the next five years. This is a proactive step to preserve the steel. This proactive work means we save significant money in the future by not having to rehab and replace corroded elements of the bridge. The painting project would include some steel repair work, but it would not be to the point of major rehabilitation, if done soon. Painting the bridge would require full containment over The Narrows, which brings a high cost.

Bridge deck rehabilitation and cable dehumidification need to be done in the next 10 years. This work was recommended following a 2019 inspection.

We can't do all this work at the same time. Paying for each of these repair projects is dependent on funding in the state transportation budget, which is created and approved by the state legislature and signed by the governor.

Don't tolls pay for repairs on the westbound bridge?

No, the tolls you pay on the eastbound SR 16 Tacoma Narrows Bridge do not pay for maintenance on the westbound bridge. Tolls support the operations, maintenance, preservation and insurance costs for the eastbound bridge, which opened to travelers in 2007. The tolls are required until debt service, deferred sales tax, and loans provided by the state have been repaid. More details on Tacoma Narrows Bridge tolling can be found on the Washington State Transportation Commission's website.

Some areas of the expansion joints are encased in concrete. During this 2024 repair to one of the smaller joints, crews scoured out old concrete to repair underneath it.

Why can't you switch one of the bridges to handle both directions of travel?

The bridges do have this capability. However, it takes a long time to convert one bridge to accommodate both directions of travel. They are not set up like Seattle's express lanes. Switching directions of travel across the SR 16 Tacoma Narrows Bridge requires miles of traffic control barrels, cones and signs on both the Tacoma and Gig Harbor sides of the channel. It also requires reduced speeds in both directions. Putting this into place can take up to four hours, plus additional crew to implement. Trying to switch travel during heavy commute hours on this bridge would cause more backups, not less for travelers.

Is the bridge still safe to travel?

Yes. While we do have to close lanes and make emergency repairs, the bridge remains safe for travel in the open lanes.

Know before you go

If you travel from Tacoma to Gig Harbor, make a plan for emergency lane closures. Check the WSDOT app or the real-time travel map before heading across the bridge. Also, please sign up for our email updates. We work to only send these updates when necessary. We'll send out advance notification of significant work or an explanation of what's happening if we need to suddenly close lanes on the bridge.

When traveling, pay attention to messages on the electronic signs above the highway near the bridge. Have a full charge or tank of gas. Travel outside traditional afternoon commute hours whenever possible. There is also the possibility we'll open the HOV lane to all travelers, so please watch for announcements on the overhead electronic signs.

SR 525 Bridge Over Railroad and Paving Projects

Exciting projects are happening on State Route 525! We are hard at work with multiple projects along SR 525 this year. This blog post highlights some recent accomplishments, current events and future direction for the route.

New paving on SR 525 in Lynnwood

We repaved a section of SR 525 between the I-5/I-405 interchange and SR 99 in Lynnwood this past construction season. Eight ramps were also repaved. This section of SR 525 was built in 1984 and was last paved more than 20 years ago in 2004. Preservation work is needed to keep the highway in a state of good repair as more people use SR 525.

The asphalt on this stretch of SR 525 outlived its expected 15-year lifespan. Cracks, ruts, and potholes have developed through the years. These make the roadway uneven, causing pooled water and reduced tire traction. This makes drivers slow down to handle the wet conditions, which impact travel times. Our updates will improve driving conditions and extend highway life.

Community engagement highlight – summer 2025 online open house

We wrapped up our summer 2025 online open house for both the SR 525 Mukilteo Bridge Over Railroad – Bridge Replacement and SR 525 Spur Vic to Mukilteo Ferry Vic – Paving and ADA projects. Thank you for the feedback!

The online open house aimed to understand:

• Active transportation priorities.
• Issues with the existing bridge, bike and pedestrian improvements.
• How people currently move through the area, as well as future use with new facilities.

Nearly 3,000 people viewed the online open house and 87 submitted survey responses. Survey highlights are included below.

• Over one in four respondents walk, bike or roll through the area daily. Nearly one in three respondents stated they would travel the corridor daily if new improvements were made.
• Over 60% of respondents ranked “address safety concerns for those who walk, bike, or roll” as a project priority. “Wider sidewalks” followed, which was a priority for 44% of respondents. Other priorities included:
• Keeping roads open during construction
• Improving the flow of traffic
• Being aware of the impacts of community growth
• Effective transit integration
• Beautification and safety
• When asked to select the top three facilities that respondents would like to see included in the project:
• 52% picked wider sidewalks
• 45% picked separated bike lanes
• 44% picked separated shared use paths

Find the project’s summer 2025 online open house report for full summary of what we heard.

Learn more about the project by reading its FAQ document.

What is Currently Happening – SR 525 Spur Vic to Mukilteo Ferry Vic Paving & ADA

Construction has started for the SR 525 Spur Vic to Mukilteo Ferry Vic – Paving and ADA project. This project will pave SR 525 right up to the railroad bridge that leads to the Mukilteo Ferry Terminal. The project will repave SR 525 with Hot Mix Asphalt and construct Americans with Disability Act upgrades from the SR 525 Spur, which is located just north of Harbour Place, to 2nd Street.

Work will happen nightly (9 p.m. to 7 a.m.) on Sunday nights to Friday mornings. Northbound SR 525 will alternate traffic in the intersections between Paine Field and the Mukilteo Ferry Terminal (mileposts 5 to 8).

We are also making the following improvements:

• New bike lanes from Paine Field Boulevard to 84th Street Southwest
• Intersection improvements, with rectangular rapid flashing beacons, at multiple locations:
• 88th Street Southwest
• 81st Place Southwest
• 80th Street Southwest
• Clover Lane

Due to the short timeframe to deliver the upgrades, the full vision of active transportation facilities needed to meet the complete streets requirement will be built by a later, unfunded project.

What to Expect on SR 525 Moving Forward – Mukilteo Bridge Over Railroad Replacement Project Design & Construction

We picked a two-way bike lane design (also called a cycle track) to meet complete streets requirements. The alternative includes the following to serve those who bike, walk, roll and access transit and decrease vehicle speeds:

• Buffered two-way bike lanes (cycle track) and sidewalk on the west side of SR 525.
• Narrower traffic lanes (11 feet).
• Buffered sidewalk on the east side of SR 525.

The design process for the SR 525 Mukilteo Bridge Over Railroad Replacement project is now underway and is expected to continue through spring 2028.

There will be opportunities to learn more about the project as bridge design continues. The expected construction timeline is spring 2028 through winter 2030.

Beneath the bridge: Meet the interns helping protect Washington's bridges

By: Tina Werner

Most people cross a bridge without giving it a second thought. For Austin and Katelyn, they say every bridge tells a story.

This summer, the two civil engineering students traded college classrooms for hard hats and safety vests. Instead of solving problems from a textbook, they spent their summer helping inspect bridges. We have more than 3,400 bridges and overpasses we maintain across Washington.

Austin stands on the shoulder of US 12 near Morton to measure the depth of water and the conditions of Lake Creek below. This is an important part of bridge inspections, especially for bridges that cross rivers or other waterways.

They climbed under bridges, tested aging bridge decks and noted potential repairs. This hands-on experience gave them a look at the work that keeps our transportation system safe and operational. Traveling across the state and being mentored by Washington’s top bridge engineers – also a bonus.

Learning by doing

Austin, a civil engineering student at Saint Martin's University in Lacey, is spending his second summer with us. Austin is a United States Army veteran and said public service is important to him.

Austin in his United States Army uniform during an airborne operations training in 2019.

"I've always wanted to do work that serves people," Austin said.

His internship focused largely on bridge inspections. Working alongside experienced bridge engineers, he helped document bridge conditions. He learned to look for signs of wear and tear and how inspections help prioritize repairs.

One of his favorite discoveries?

"By far the coolest part was learning about Washington’s timber bridges," Austin said. "We don't really study those in school because they're an older bridge design."

Washington is home to hundreds of older bridges. Many of them have safely served travelers for decades due to regular inspections, maintenance and preservation work. In fact, we maintain 342 bridges* that are more than 80 years old, showing how ongoing care can extend a bridge's service life. Of those, 57 bridges are timber structures and over 80 years old.

Looking beyond the roadway

Katelyn is a Washington State University civil engineering student. She spent much of her summer seeing bridges from a perspective most travelers never experience.

Katelyn stands inside the bucket of an under-bridge inspection truck along State Route 25 over the Columbia River in Northport. This summer, she helped perform chloride testing on bridge decks. She also helped inspect bridge components and examined structures from below. The testing helps find where salt may be causing corrosion inside the concrete before larger problems develop.

"My friends didn't realize we inspect the belly of a bridge," Katelyn said. "Most people only think about the roadway they drive on. There's an entire structure underneath that has to be inspected piece by piece."

Finding issues early allows us to schedule maintenance before damage becomes more extensive. This helps us extend a bridge's lifespan. It also reduces future costs and minimizes disruptions for travelers. This work coincides with the day-to-day work by our maintenance crews.

Every bridge is different

One lesson both interns quickly learned is that no two bridges are the same. Bridge engineers inspect each structure on a regular schedule. Typically, every two years, they check its condition and identify potential repairs.

Some inspections happen from under-bridge inspection trucks. These special trucks allow engineers to reach areas hidden from drivers above. Others need specialty underwater dive teams to inspect bridge foundations. Our movable bridges need mechanical and electrical expert inspectors to do their jobs.

Austin said riding in an under-bridge inspection truck while examining bridges was one of the highlights of his summer.

Underneath the SR 509 bridge near Dash Point State Park. Austin helped inspect several components of the bridge with our bridge preservation team.

"It gives you a completely different perspective when you are in a UBIT below the deck," he said.

The work also showed them that bridge repairs rarely come with an off-the-shelf solution. Many repairs need engineers to design custom fixes because every bridge has its own history, design and challenges.

"People think bridges are all the same," Katelyn said. "They're not. Every bridge requires its own solution. That's what makes this work exciting."

Building tomorrow's workforce

The internship also offered something unexpected: seeing women in engineering leadership roles on our Bridges and Structures Team.

"It was inspiring to see women leading projects and solving complex engineering problems," Katelyn said.

Austin and Katelyn finished their internships on Thursday, August 20 and will now return to college this fall. Both say the experience confirmed they chose the right career path. They hope to someday work for the state of Washington in some capacity.

Their summer wasn't just about inspecting bridges. It was about learning how engineering improves people's everyday lives. Bridges are one component of our state’s complex and evolving transportation system. They keep families connected, support local communities and help millions of people get to work or the grocery store each day. For these interns, every inspection was another step toward becoming the next generation of engineers. We look forward to this next generation, who will design, inspect and preserve Washington's bridges for decades to come.

Learn more about our internship opportunities. And check out our careers in engineering, maintenance and transportation planning.

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*Based on June 2025 bridge data.

Listening to what the numbers tell us – SR 9/SR 204 roundabout to be rechannelized

 We listen carefully to what our highways tell us.

Though the roads obviously can’t talk, we hear what they’re saying through reports from drivers and community partners who use the roads on a daily basis. We watch with a careful eye, noting how traffic behaves. And, perhaps most importantly, we dig into data to find out if changes we’ve made have the desired effect.

When the numbers show we can still make improvements, our traffic engineers dig in to figure out how. We don’t have an “our way or the highway” mentality – at WSDOT, our way IS ensuring the highway is operating safely and efficiently.

A great example of this will happen Saturday night, Aug. 22, in Lake Stevens.

In 2023, we opened two multi-lane roundabouts on SR 9 in Lake Stevens to help reduce serious injury and fatal crashes and improve traffic flow through the corridor.

In summer 2023, we built two multi-lane roundabouts along State Route 9 in the heart of the busy Frontier Village retail area. These roundabouts were part of a seven-year, $69 million effort working with the community to reduce the potential for serious injury and fatal crashes in the area, limit SR 9 congestion, provide better access to area businesses and improve travel through the area for people walking, biking, taking transit and driving.

Along with the SR 9 roundabouts at SR 204 and Vernon Road, the project added smaller roundabouts at Vernon Road’s intersections with North Davies Road and 91st Avenue Northeast, plus new sidewalks and bike paths.

Then we watched, listened and analyzed to see if the new roundabouts were working as intended.

Digging into the numbers

We’ve fielded concerns from people using the new roundabouts and remained in contact with Lake Stevens officials since the roundabout opened. But it usually takes about three years of post-construction data to see how well a new intersection is working.

Now that we nearly have three full years of data, we have a better picture of how they’ve been performing. Overall, the data showed that collision numbers have decreased since the roundabouts opened. After averaging 16.3 crashes per month the first year after major construction finished (July 2023 through June 2024), that number was down to about 12 collisions per month during the most recent full year since the roundabout opened (July 2025 through June 2026, though that number could change slightly as the most recent collision data is finalized).

While this trend is promising, our engineers developed ideas for further improvement at the roundabout by targeting the locations where crashes are occurring the most.

Chart shows location of crashes entering the SR 9/SR 204 roundabout from the east and the west from July 2023 through June 2026. Safety Disclaimer and Subject Figure: Under 23 U.S. Code § 148 and 23 U.S. Code § 407, safety data, reports, surveys, schedules, lists compiled or collected for the purpose of identifying, evaluating, or planning the safety enhancement of potential crash sites, hazardous roadway conditions, or railway-highway crossings are not subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action for damages arising from any occurrence at a location mentioned or addressed in such reports, surveys, schedules, lists, or data.

Finding areas for improvement

Looking closer at the numbers, our engineers found that about 86% of the crashes since July 2023 related to the two new roundabouts on SR 9 (419 of 490 crashes) happened at the SR 9/SR 204 intersection.

Drilling even deeper into the crash data at the SR 9/SR 204 roundabout, we found more than 50% of all the reported crashes happened on the SR 204 approach on the west side of the intersection and the Seventh Place Northeast approach to the east.

It is in those two areas where we will focus on making improvements.

WSDOT plans to make four lane striping modifications to the SR 9/SR 204 roundabout in Lake Stevens to help create simpler decisions for drivers.

The solution: Making it simpler

After identifying these collision trends, our traffic engineers set out to find solutions. Turns out, we think the easiest way to reduce crashes is to … well, make things easier.

We plan to make four striping modifications to the SR 9/SR 204 roundabout that we believe will create simpler decisions for drivers and, therefore, reduce chances for crashes. We plan to use lane markings to rechannelize parts of the roundabout by:

1. Removing one of the circulating lanes between the westbound Seventh Place Northeast and eastbound SR 204 approaches.
2. Removing one southbound SR 9 lane entering and exiting the roundabout.
3. Removing one westbound Seventh Place Northeast lane approaching the roundabout.
4. Making minor modifications to the striping on eastbound SR 204 lanes approaching the roundabout.

Not only will these changes create easier decisions for drivers, they also will reduce the number of potential conflict points between vehicles entering and circulating in the roundabout. It also right-sizes the intersection’s number of lanes to current traffic volumes, and it will calm eastbound, westbound and southbound traffic as it approaches the intersection.

Taking away a southbound lane on SR 9 could create more delays than drivers currently see. But we expect these changes will continue to reduce the number of collisions that occur at this busy intersection.

WSDOT will rechannel the SR 9/SR 204 roundabout in Lake Stevens Saturday night, Aug. 22, to reduce the number of places cars could come into conflict with each other and make decisions easier for drivers.

So, what’s next?

Unfortunately, the current pavement markings were not made in pencil, so making the adjustments will take a nighttime closure of the roundabout on Saturday night, Aug. 22. From 8 p.m. Saturday, Aug. 22, to 6 a.m. Sunday, Aug. 23, we will fully close the intersection so that we can remove the old pavement markings, install the new ones and make the SR 9/SR 204 roundabout easier to use. This work requires dry weather and may be rescheduled if rain is forecast.

During this closure, access will remain open to local businesses, but through traffic should detour using Market Place and Lundeen Parkway.

After the new pavement markings are installed, our traffic engineers will continue to monitor the intersection, making sure the changes we’ve made have the desired effect.

As our rechannelization efforts in Lake Stevens show, that’s not an empty promise – we listen to what our highways and the people who use them tell us.