The time has come! New tolling rules on SR 167 go into effect on Monday, Oct. 20

By: Lauren McLaughlin 

For most of the year we’ve been telling people that big changes are coming to SR 167 this fall. That’s still true, but things will look a little different than originally planned due to a late-September bridge strike in Pacific, which triggered lane closures in the northbound direction until repairs are made.

Some of the changes are easy to spot if you’ve been driving on SR 167, but not all of them are obvious, so here’s a breakdown on what those changes are and what they mean for you.

Carpoolers must have a Flex Pass

The biggest change is for people who currently carpool on SR 167. Starting Oct. 20 if you want to continue to carpool toll free you will need to have a Good To Go!account and a Flex Pass set to HOV mode.

An example of the Good To Go! Flex Pass, that shows the pass in both modes. When you are traveling alone make sure “TOLL” is showing. When you are carpooling, make sure “HOV” is showing. 

If you do not have a Flex Pass set to HOV mode, you will be charged a toll for your trip regardless of how many people are in the vehicle.

Motorcycles will also need an account and a Motorcycle pass to continue to travel toll free.

You will still only need two people in the car to qualify as a carpool, but you must have the Flex Pass installed in the vehicle to travel toll-free. All other vehicles will pay a toll regardless of how many people are in the vehicle.

We're giving away a limited number of free Flex Passes right now. Visit www.GoodToGo167.com to get a promo code you can use to order a free one.

Now offering Pay By Mail

On all other toll roads in Washington, drivers have the choice to use the toll road without a Good To Go! account or pass, but that hasn’t been the case for SR 167. To legally use the lane, you needed to have a Good To Go! pass, or be a carpool.

This summer we updated the tolling equipment on SR 167, and that included installing cameras that will take a photo of your license plate if you do not have a pass so we can send you a bill in the mail after your trip. This allows drivers to decide in the moment if the toll is worth it for their trip.

New signs

As you’ve probably already noticed, the new signs list up to three different toll rates. That’s because we’re splitting SR 167 into three toll zones, like you see on I-405.

These zones allow us to better manage the toll rates throughout the corridor. If there’s heavy traffic in one toll zone, the toll rates might be higher in that area. If traffic is flowing freely in another area, the toll rate may be lower.

The new toll rate signs will show up to three toll rates, one for each toll zone. You only need to pay attention to the toll rate listed by where you will exit the tolled lane. 

There will be three tolls listed on the sign, but you don’t add them up. You lock in the price you see when you enter the lanes, and you only pay the toll listed next to your planned exit.

The toll rates range between $1 and $15 if you have a Good To Go! account and pass, same as they do now. But you’ll only pay for the distance you travel.

New striping

Along with the new toll zones, SR 167 will be restriped. There will be dashed lines where you can enter or exit the tolled lane and double white lines everywhere else – which are illegal to cross.

What’s delayed

The original plan was to convert six miles of northbound HOV lane between Sumner and Pacific into an express tolled lane when the rest of the system changes went into effect. Given the current situation with the bridge strike in Pacific, we will be delaying the conversion of the HOV lane until all lanes of SR 167 reopen.

While we can’t delay all the changes, we wanted to provide some relief where it was possible to do so.

Why we can’t delay more

Delaying the start of the toll changes would substantially increase the cost of the project and jeopardize a future start date. Much of the remaining work is weather-dependent and we would run out of time to complete the work within the window of good weather this year.

Why these changes are needed

This work has been in progress since 2023 with the ultimate goal of creating an approximately 50-mile managed lane corridor. That would allow drivers to travel all the way between Sumner and Lynnwood without needing to exit the tolled lanes. To do that, the tolled lane on SR 167 needs to work the same way as the toll lanes on I-405.

The goal of express toll lanes is to provide a reliable trip for transit, carpoolers and drivers who choose to pay a toll. With the new rules and equipment in place, the toll lanes on SR 167 will provide a more reliable trip. As volumes increase in the express toll lanes, so does the toll rate, which helps avoid overfilling the lanes to ensure a reliable trip for people choosing to use the lanes.

History of the SR 167 HOT lanes

The SR 167 HOT lanes opened in 2008 as a pilot program to test if tolling could be used as traffic management tool. The pilot was one of the first of its kind in the country. At the time, the equipment was state-of-the-art. After 17 years, the equipment has aged and no longer meets the needs of our system or our customers.

Like all systems, tolling equipment must be regularly updated so it continues to work reliably. Our oldest toll road is the Tacoma Narrows Bridge. Earlier this year we updated all the equipment on the bridge for the first time in nearly 19 years. We also monitor other roadways as they age to make sure the equipment still meets our needs. We will consider equipment updates on those roads as needed.

New technology improves avalanche safety and response times for Snoqualmie Pass winter closures

By: Tina Werner

If you’ve ever tried to travel between North Bend and Cle Elum during a winter storm, chances are you’ve been delayed by spinouts, crashes or heavy snowfall. You might have even been held up by our specialized crews forcing an avalanche in a secured location to reduce the risk to travelers below.

Interstate 90 over Snoqualmie Pass is one of Washington’s busiest mountain passes. An average of 34,000 vehicles use it each day, including thousands of trucks moving goods across the state.

When a mountain pass closes, it affects everyone - students, freight haulers, businesses and people taking medical trips. This photo shows I-90 Snoqualmie Pass a few years ago after a big crash that shut the highway. The closure lasted for hours while crews cleaned up and towed vehicles.

That’s why for several years we’ve been working toward replacing our old, inefficient system that forces controlled avalanches on Snoqualmie Pass with safer, more reliable technology. Thanks to one-time funding from the Washington State Legislature (senate bill 5161), this year we finally did.

Ending artillery use on Snoqualmie Pass

Artillery systems have been used to trigger avalanches on Snoqualmie Pass since the 1980s. Our avalanche specialists began operating them when the westbound lanes of I-90 first opened. Over the past 40 years, the team has used several types of artillery for this work, including

• A recoilless rifle
• An M60 tank
• A World War II-era Howitzer (loaned to us from the U.S. Army)

Each system works similarly. They fire a projectile into unstable snow to trigger an avalanche in a controlled manner. After that is complete, our maintenance crews clear the debris and safely reopen the highway to travelers.

While effective, artillery systems like the Howitzer are outdated. They are also costly to lease and near the end of their serviceable life. The older systems also require crews to work closer to explosives than today’s newer systems. Even with strict safety protocols, crews experience risks.

Launching artillery was no small task. Set up alone could close I-90 for up to six hours before firing the first shot. Preparing for extended closures requires significant time and staffing. Travelers must be cleared from the closure area to force the avalanche in a controlled manner. Then we secure the zone to keep people safe and clean up the fallen debris after each operation. Other states have encountered the same challenges and are also phasing out artillery systems in favor of safer, more efficient technologies.

Three team members fire a recoilless rifle along Snoqualmie Pass to force an avalanche. A recoilless rifle is one of several old artillery systems that have been used historically for forcing avalanches on Snoqualmie Pass and around the state.

Enter Remote Avalanche Control systems

This year, we installed a new Remote Avalanche Control system on Snoqualmie Pass. Powered by solar panels, the system allows crews to safely trigger avalanches from miles away from travelers.

Our first tower was installed this year just west of Snoqualmie Pass. Remote Avalanche Control systems are more efficient, reduce mobilization time and are safer for crews to operate than artillery systems.

The benefits are big:

• Faster mobilization : What once took four to six hours can now be ready at a moment’s notice.
• Potentially shorter closures : Avalanche work used to shut down the pass for many hours due to the labor and equipment set up needed. Now, crews may only need 30 minutes to two hours.
• Longer lifespan: The system is expected to last at least 30 years and is not on loan from another state or federal agency. We own it outright.
• Safer operations: Crews can work from a secure distance while still reducing avalanche risk.

We have already seen success with similar remote avalanche control systems on US 2 Stevens Pass. With eight total systems now operating in Washington, we’re joining states like Colorado, Utah, Alaska, Wyoming and California in adopting this modern technology. This is a safer, more effective system than what we were previously using to get the job done.

A worker opens a box that holds 12 explosives. The explosives can be triggered from far away to make a controlled avalanche. By bringing snow down in a calculated way, crews can clear slopes and reduce the risk of an unpredictable slide reaching the roadway.

Our Snoqualmie Pass avalanche team typically conducts several controlled avalanche missions every winter. Each operation requires closing a section of I-90.

“Previously, my crew was less than a foot away from launching artillery systems,” said John Stimberis, WSDOT Avalanche Control Supervisor for Snoqualmie Pass. “Now we’ll be able to force an avalanche in a controlled environment, potentially miles away.”

John has been with our agency for 25 years. He is nationally and globally recognized in the avalanche sector as one of the best and brightest. He graduated from the University of Washington and collaborates with other states, countries, ski resorts and universities on training and expertise. We are grateful to have him leading our program at Snoqualmie Pass.

Beyond remote systems

Avalanche work doesn’t stop with remote systems. Our avalanche team consists of three full-time and two on-call specialists. They rely on other tools to keep mountain highways safe. One method used are trams. These are like ski lifts and are used to place explosives in targeted snowfields. These complement our remote avalanche control systems and give crews options depending on conditions. When weather allows, we may also contract helicopters to drop explosives in hard-to-reach areas. All this work is done in closed locations where traffic is not present. During extreme storms however, helicopter services are often unavailable, so we must rely on other methods.

John holds a green pulley used on a tram to deliver explosives for triggering controlled avalanches.

Unmanaged avalanches can be deadly. While we can’t control the weather, we can reduce risk to travelers and our crews. Our specialists train extensively and follow strict safety protocols. We also partner with groups like the Northwest Avalanche Center, National Weather Service and WeatherNet to forecast storms. Forecast modeling helps inform our maintenance supervisors where to dedicate equipment and crews.

A truck moves salt from a maintenance storage shed during the winter.

When a storm hits, we shift people and equipment to where the need is greatest - a strategy we call “swarming the storm .” Crews work around the clock, even if you don’t always see them. If a plow isn’t on your route at a given moment, chances are it’s clearing another critical area or heading your way. Most snowplows cover anywhere from 40 to 100 miles of roadway per day.

Safer, smarter winters ahead

The new Remote Avalanche Control system is a major step forward in keeping Snoqualmie Pass safer. It allows us to prevent more uncontrolled avalanches. By combining modern technology with decades of expertise, our crew can respond more quickly and work in safer conditions.

That said, travelers should still expect long closures. Most winter highway closures are preventable. Most delays on cross-state routes like I-90, US 2, SR 14 and US 12 are caused by drivers going too fast for conditions, ignoring chain-up requirements or driving impaired or distracted. These behaviors put everyone at risk and lead to unnecessary closures.

How long it takes to open the road depends on many factors: weather patterns, avalanche activity, cleanup operations and sharing of equipment and staff across regions. We make every effort to provide timely, accurate updates, but conditions can change quickly. Follow chain up requirements, slow down on snow and ice and remain alert. Thank you for your patience and partnership in helping keep mountain passes open and safe.

A group of snowplows – what we call “tandem plowing” – clearing State Route 16 in Tacoma. This technique helps clear roadways of snow and ice in one pass.

A passion for demolition derby and maintaining our roads

 By: Elizabeth Mount

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

By: RB McKeon

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

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

What did we observe?

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

What did we accomplish?

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

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

What’s next?

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

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

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

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

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

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