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

By Lisa Walzl

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

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

Students touring the WSDOT Transportation Management Center in Shoreline.

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

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

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

Students meeting with the WSDOT Incident Response Team.

Both camps offer students the chance to:

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

Students creating transportation models at the Washington State University camp.

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

We hope to see you there!

Community Voices Helping Shape the SR 900 Corridor

By: Nick Menzel

Your input helped shape this project

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

Project Vicinity Map

Community engagement and feedback

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

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

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

What we heard and how it informs the project

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

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

How community feedback informed the project

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

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

What’s next?

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

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

Learn more and stay informed

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

Project webpage

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

Contact Info

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

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

By: Julie Moon

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

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

New Northeast 85th Street configuration this spring.

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

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

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

Roundabout besties with Northeast 132nd Street

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

The driving rules are the same as all our roundabouts:

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

Closures in March and April

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

Aerial view of the work zone taken in January.

Plan ahead!

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

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

Looking ahead

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

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

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

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

By: April Delchamps

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

Congratulations to the Seahawks!

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

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

Alternative 2: the recommended alternative

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

Here’s what could change with Alternative 2:

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

"Tee-ing up" a ramp

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

Alternative 2 is the best value

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

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

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

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

It scores second best on:

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

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

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

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

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

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

What happens next

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

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

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

This is a team effort

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

Go Hawks!

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

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

Contact:

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

Charging Ahead: Building the infrastructure for hybrid-electric ferries

By: Kurt Workman

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

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

Plugging into the future

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

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

A current riders won’t feel

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

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

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

Modernizing the fleet, port by port

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

Shore power on the horizon

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

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

Terminal and new vessel electrification schedule through 2030

Charting the course ahead

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

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

Read more about ferry system electrification.

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

By RB McKeon

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

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

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

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

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

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

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

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

Revive I-5 underpins everything

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

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

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

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

Why is construction happening year-round?  

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

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

Why do you close roads on weekends?

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

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

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

Safety comes first

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

Work zone speed cameras in an active work zone

Making the most of every hour of a road closure

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

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

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

The overall effect: everything feels congested

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

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

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

You still have options

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

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

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

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

The bottom line

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

A victory emerges from December’s historic flooding

By Antonio Estrada

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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