West Seattle, Washington
17 Friday
(Vashon sailing approaching the Fauntleroy terminal, Tuesday)
By Anne Higuera
Reporting for West Seattle Blog
Ferry service for all riders could see some temporary improvements under Washington State Ferries’ plans to adjust while the FIFA World Cup soccer matches and events are held in locations around the Seattle area this summer.
WSF released the annual Service Contingency Plan, as they have for the last several years, outlining progress, challenges, and a framework for how to provide service when something goes wrong. This year’s plan includes a temporary increase to staffing and decrease to response times to breakdowns when they happen during FIFA. One of the keys to making this happen is that maintenance is being scheduled to minimize the number of boats out of service at the same time.
Seattle is a host city for the 2026 FIFA World Cup. Six matches will take place in Seattle, and the region will see significant visitation associated with the event. There are nine “Fan Zones” in Washington state, including one in Bremerton, where fans can gather to watch matches and celebrate. In addition, seven matches will occur in Vancouver, British Columbia, and significant travel between Seattle and Vancouver is expected. We will make several adjustments to our normal contingency framework during the World Cup:
1. Relief vessels. We will have 20 of our 21 vessels available for service during the six weeks of the tournament. With 18 vessels needed to maintain full summer service, this means we will have two vessels available in relief in case a vessel must be removed from service. This will provide us with the flexibility to deploy an appropriate relief vessel if needed. These vessels will be docked at our Eagle Harbor Maintenance Facility.
2. Additional vessel crew. We will have additional crew on standby at Eagle Harbor, where our relief vessels will be positioned, allowing quick response to any vessel-related issue in Central Puget Sound.
3. Additional terminal staff. We will have additional staff at terminals to assist passengers and manage crowds.
4. Relaxing of the “24-hour rule.” Because we will have relief vessels available, and to maintain service on Central Puget Sound routes where the heaviest event-related ridership is likely to occur, we may respond to issues more quickly by deploying a relief vessel. This includes the Seattle/Bremerton, Seattle/Bainbridge Island, and Edmonds/Kingston routes.
The “24-hour rule” usually means a replacement vessel is not assigned until a route is missing a boat for that time frame. The change may mean faster resumption of schedules on routes closest to Eagle Harbor on Bainbridge that have maintenance issues, though response time to the San Juan Islands is still about 6 hours.
This year’s plan pointed to an increase in ridership on the Triangle Route (Fauntleroy-Vashon-Southworth) of 4.7% over the previous year, and included a graph of average loading numbers from a single week in last November when the route had 2 vessels instead of the regular 3. The report said this is the type of data WSF uses to make service decisions. The system overall reached 20.1 million riders in 2025 for the first time at that level since 2019, and 5% more than in 2024. That was accomplished in part by an increase in hiring that made it possible for an additional 7,000 sailings, while cancelling 400 fewer than the previous year.
(Average number of vehicles loaded per sailing, week of Nov. 3, 2025)
Another new feature of the contingency plan this year is the “Terminal Contingency Framework,” which outlines most likely steps in the event that a terminal is out of service—either briefly or longer-term—while something is fixed. For the Fauntleroy dock, that is, “No service until repaired or consider moving service to Seattle.” For Southworth, it’s the same with a possibility of moving service to Bremerton. Vashon, with 2 slips and a spot on the dock where a boat is tied up overnight, has more complicated solutions: “If a vehicle slip fails, use other vehicle slip but there will be delays when vessels conflict. Will need alternate for overnight tie-up if one slip is not available.”
The service plan also provided an update on the hybrid-electric ferries that WSF has contracted to have built at Eastern Shipbuilding Group on the Gulf Coast of Florida. They are expecting steel to start being cut for the first boat this summer, with completion in 2030. The plan notes, “With limited vessel availability, we will be unable to operate full service on every route until new vessels are constructed and delivered.”
By Jason Grotelueschen
Reporting for West Seattle Blog
The Fauntleroy Community Association board met on Tuesday night at the Fauntleroy Schoolhouse for their April meeting, chaired by FCA president Frank Immel and featuring several updates in addition to special guests from Washington State Ferries talking about plans for the new traffic signal scheduled for installation starting this fall at the Fauntleroy Ferry Terminal.
Meeting summary below:
SPD UPDATE: Crime prevention specialist Matt Brown and community service officer Jamie Heslin from the Southwest Precinct were in attendance to give an update, starting with some statistics:
Brown also noted that he followed up on the FCA’s board’s request from their March meeting to see if SPD can provide neighborhood support to help ease the potential “traffic nightmare” from the “dueling construction projects” planned for the area in a similar timeframe, including:
Brown said that requests for traffic support have been filed and that the SW Precinct captain (Krista Bair) is “definitely taking this seriously.” As Brown and Heslin departed the meeting for their next commitment, board members expressed gratitude for the support and action.
FERRY TERMINAL TRAFFIC SIGNAL: Next up was an update from WA State Ferries external relations director Hadley Rodero (who also lives in West Seattle) and Charlie Torres who serves as the project manager overseeing the design of the Fauntleroy Ferry Terminal. The team provided an update on the new ferry dock intersection signal installation planned for fall 2026, and they explained the design, safety features, and how it will be maintained by SDOT with the timing of the signals adjusted based on performance data.
The team brought some updated visuals and renderings to share, including an overhead view of the new signals:
From Fauntleroy Way SW looking south:
From the ferry dock, looking east:
As well as the view from the bluff across the street, which has a lookout area known as Captain’s Park:
The team expects to award the construction contract in June, and construction work is scheduled to begin after September 8th to avoid the summertime “high season” rush as well as a construction moratorium related to the World Cup. The project will involve 3-4 months of construction work (which puts likely completion in late 2026 or early 2027). The signal will have sophisticated light controls designed to manage vehicle flow in different directions, with pedestrian safety being a key consideration. Rodero said there are plans to do extensive outreach to ferry customers and neighbors to provide information about the new system before it goes live. Torres said the signal is necessary due primarily to too many “close call accidents” in the area, as well as needing to improve overall traffic flow and efficiency with loading/unloading the boats.
FCA board members generally expressed support for the initiative but asked again about the aforementioned “dueling construction projects” in Fauntleroy, of which the new signal is one of them. The team acknowledged the challenges and agreed to have WSF representatives in attendance at FCA’s September board meeting (by that time, a contractor for the signal installation will have been selected and will likely be getting started), and again at the Fauntleroy Fall Festival in October to answer questions from the general public. The group also explored options for community engagement around the multiple related projects, including potential collaboration with the Rose Street crossing project, and potentially developing a community advisory group for the next environmental review phase.
Other points of Q&A:
FOOD FEST RECAP: FCA’s David Haggerty and Reed Haggerty, along with other FCA board members, talked about the group’s successful annual meeting and Food Fest event last month (WSB coverage here). There were over 175 people in attendance, and 21 vendors. There were 40 renewals of annual FCA dues, and 12 new households joining FCA. Feedback about the event was positive from vendors and attendees alike. Board members discussed strategies and ideas for future Food Fests and events.
FCA FINANCES: Treasurer Alan Grainger presented the group’s financial report, noting that dues and contributions from the annual meeting and Food Fest exceeded expectations, and highlighted the progress toward business member support goals. As of the beginning of April, the group is 46% of the way toward its annual goal for incoming contributions, thanks to the bump from last month’s Food Fest and egg hunt.
FALL FESTIVAL PREPARATION: Related to finances, the group also discussed fundraising for the group’s other big annual event, the Fauntleroy Fall Festival (scheduled for Sunday October 18). To raise funds between now and then, there are several events planned, including:
ROSE ST CROSSING: Immel noted that he had talked again with SDOT’s Ching Chan about the Rose St crossing project (involving pedestrian-operated flashing signals and a bus stop design with an island), and said that she wants to put together a joint community meeting with FCA and MoCA (Morgan Community Association) about the project, as a next-step. Details about that meeting are TBD.
OTHER FCA BUSINESS:
The FCA Board meets ten times per year on the second Tuesday of each month, at 6 pm in the Fauntleroy Schoolhouse board room. Meetings are open to the public.
(Cascade Bicycle Club photos)
As we’ve reported previously, Cascade Bicycle Club is bringing back the Emerald City Ride this year on April 25, on a route including the westbound West Seattle Bridge. They’re sponsoring WSB right now to amplify the ride, with one week left to register – here’s their message!
Who We Are
Cascade Bicycle Club is the nation’s largest statewide bicycling nonprofit, serving bike riders of all ages, races, genders, income levels, and abilities throughout the state of Washington. We teach the joys of bicycling, advocate for safe places to ride, and produce world-class rides and events!
What We Do
Our signature programs include the Seattle to Portland, Free Group Rides, the Pedaling Relief Project, Your Streets Your Say advocacy training, the Bike Walk Roll Summit, Let’s Go, and the Major Taylor Project.
Emerald City Ride
Register for our upcoming Emerald City Ride and see Seattle by bike from a state highway! We’re taking over southbound SR-99 and the westbound West Seattle Bridge for an early morning spin around Alki and a jaunt south to Fauntleroy. This 20-mile ride offers a car-free experience for the first three and a half miles and takes you past some of the best lookout points and views of the Seattle skyline and Puget Sound’s islands.
Ten miles of nearly flat terrain transforms into a hill climb up from the Fauntleroy Ferry Terminal. Riders are rewarded with a gradual downhill grade through Delridge on the return to downtown Seattle via the low bridge.
Come celebrate the return of the Emerald City Ride, which has been on pause since 2024.
Event Details
Date & Time: Saturday, April 25, 2026, 7:00 – 11:00 am
Location: S. Charles Street near Lumen Field Event Center | South Charles St, Seattle, WA 98134
Price: Varies, see registration (base registration $50-65)
Distance: 20.1 Miles
Elevation Gain: 965 Feet
Family friendly after-party at Lowlander Brewing starts at 10:30 am!
Additional details including FAQs, parking/transit, food breaks, ride support, etc. can be found on the Emerald City Ride Event Page.
Online registration closes on Thursday, April 23 at 11:59 pm. There is no registration available at the start line.
Join Our Community
Cascade Bicycle Club brings people together to experience the joy of bicycling through transportation, recreation, and friendship. We collaborate with members, volunteers, and community partners to inspire people to advocate for a safe, equitable, and sustainable Washington state.
We envision a safe and healthy future where bicycles bring people together, eliminate inequity, and create thriving communities. Join us on wheels or as a volunteer for the Emerald City Ride, and at any of our future ride events!
We thank Cascade Bicycle Club for choosing to advertise the Emerald City Ride by sponsoring independent, community-collaborative neighborhood news on WSB. Interested in joining our sponsor team? Please email WSBAdvertising@wsbsales.com for information – thank you!
(Tuesday morning WSDOT camera image of stuck-open NB 1st Avenue S. Bridge)
And now we have followup information on Wednesday morning’s two-hour-plus northbound 1st Avenue South Bridge stuck-open problem. WSDOT spokesperson RB McKeon tells us it was electrical trouble, “fixed after an electrical engineer with advance knowledge of the electrical systems of the bridge arrived on site and was able to troubleshoot and repair the issue.” So that’s separate from the cracking that led to the need for repairs last month. Speaking of which, we also asked if the date is set yet for Phase 2 of those repairs – since it wasn’t when we published this report last week following a briefing given to a City Council committee. McKeon’s reply: “We do not yet have a start date for the Phase 2 repairs, but we are still tracking sometime at the end of April/beginning of May.”
With the recent troubles for the state-owned 1st Avenue South Bridge – the bridge-decking cracks, then the mechanical trouble this week (still pursuing followup questions about that) – we wondered about the city-owned West Seattle low bridge’s status. It’s had various maintenance projects in the past few years, but still has periodic problems with the gates, among other things. So we asked SDOT if anything else was on the horizon for the low bridge (officially, the Spokane Street Swing Bridge). Short answer, yes. Long answer:
Our work to maintain and upgrade the West Seattle Low Bridge is ongoing. We have completed several major improvements over the past few years and are planning to continue working on additional upgrades to improve the bridge’s reliability and operations.
Over the past few years, we have completed several improvement projects including bridge strengthening work, earthquake safety upgrades, replaced and refurbished key mechanical components including the turn cylinders, upgraded the bridge’s control system, and installed an intelligent remote monitoring system.
In the near future, we plan to replace both vehicle barrier gates. We are waiting to receive the components for this project and do not yet have an exact estimate for when this work will occur. We will share more details about the schedule when we know more.
Other future projects in the coming years will likely include additional work on the bridge’s hydraulic systems and lock mechanisms and further improvements to the machinery that operates the bridge. We are in the process of designing this work and have not determined the exact timeline.
SDOT has just released a 62-page report with toplines on how it spent Seattle Transportation Levy dollars during the first full year of the eight-year, $1.55 billion levy approved by voters in 2024. We went through the report to look for West Seattle-specific mentions, and there weren’t many, since the report is more focused on categories of spending.
(WSB photo, October 2025)
One relatively small West Seattle project does get a specific mention as “completed” – preventive measures (primarily median posts) in the “high-collision” stretch of Sylvan Way. Another West Seattle-specific project mentioned: The Highland Park Way hill lane-conversion project, described simply as a “protected bike lane,” is noted as “progressing in design.” (Also in design, outside West Seattle but often mentioned in WSB comments, the 4th Avenue S. bridge project over the railyard, where the outer northbound lane has been closed for years.) Maintenance work is mentioned too – page 27 features a photo of cleaning under the Fauntleroy Expressway end of the West Seattle Bridge, for example.
So how does this compare to what SDOT said it was going to do in year one? We reported on the 2025 plan in January of last year. That story includes a long list. Since the new report doesn’t get into many specifics, we can’t easily compare the two, but we recognize at least some of last year’s list as having been done (the Alki north-south streets that got speed bumps, for example), and you can probably identify more for the done/not done lists if they’re on routes you regularly use. As for this year’s plan – we reported on that in February, including this followup; we’ll see what’s indeed done by this time next year.
Thanks to the commenter who noted that the work has begun on SW Barton, on the fifth day after bus traffic was rerouted to Trenton and layovers to 25th SW. Previous communication suggested there might be more of a gap, but since this repaving-and-more work is scheduled to last until fall, the sooner they could get going, the better. Details of the project to rebuild the bus-battered pavement are here. As shown in our photo, the work is narrowing travel lanes on Barton alongside Roxhill Park and eastward to 26th, so plan accordingly if you’re headed that way.
Hard to see in the evening sun’s glare (sorry, got there at a bad time), but the sign in the middle – looking west on SW Trenton from just east of 35th SW – says NO TURN ON RED. SDOT has added that sign in many places but this is notable because it’s for the stretch of Trenton affected by the just-started rerouting of buses from Barton to Trenton. Nearby resident Juanita sent the tip:
FYI, a No Right Turn On Red sign has been added to the intersection of SW Trenton at 35th. Hopefully we can get a left turn signal installed on 35th making the turn onto SW Trenton. It wasn’t so bad over the weekend, but this morning was really touch and go when there was a 21 trying to make the right onto SW Trenton and back-to-back Cs trying to make the right.
Also, drivers need to be especially careful approaching the intersection of SW Trenton and 32nd. Yesterday we were getting ready to make the left turn onto 32nd and saw the C approaching at the last minute and were fortunately able to stop.
As we’ve reported, the traffic switch from Barton to Trenton is because of the repaving work that is scheduled to start soon in the bus-layover zone along the north edge of Roxhill Park. The rerouting started early so that it would coincide with Metro‘s spring “service change.”
Washington State Ferries has announced a milestone for the Fauntleroy ferry terminal replacement project. The next step is construction of the traffic signal where the dock meets Fauntleroy Way SW – above is a rendering of the intersection with the signal – but here’s what else is happening, as announced by system leader Steve Nevey:
Our Fauntleroy terminal replacement project has completed its planning phase. The Federal Highway Administration recently approved the final Planning and Environmental Linkages study, closing a five-year process of exploring options for replacing the terminal. Based on community feedback, we are moving forward with a design that adds more dock space and increases capacity from about 80 to 124-155 vehicles. This option also avoids impacts to nearby Cove Park, and we will continue refining the design to reduce effects on other sensitive areas. Later this year, the project will enter the National and State Environmental Policy Act phase. This is when we’ll begin preliminary design, complete environmental review and permitting, and continue seeking funding. Major construction is expected to begin in 2028. The new terminal is expected to open around 2031.
WSF says the signal construction, meantime, is expected now to start this fall. Also happening right now, the state is in the permit process to convert the beach house immediately north of Cove Park into an office for the project, among other potential uses.
By Tracy Record
West Seattle Blog editor
SDOT‘s contention is that converting a downhill lane on the Highland Park Way hill will make the road safer.
“For bikes or cars?” asked an attendee at last night’s HPAC meeting, loudly.
“For people!” retorted another attendee.
HPAC – the community coalition for Highland Park, Riverview, and South Delridge – has long been asking SDOT for an in-person meeting to answer questions about the lane-conversion project, which is fiercely opposed by drivers who say removing a driving lane will lead to traffic jams on one of the few ways out of West Seattle. Last night, they got that meeting. Judging by various bursts of applause and jeering – which HPAC co-chairs Kay Kirkpatrick and Barb Biondo tried to discourage – that viewpoint dominated among the 50+ people who filled the Southwest Library meeting room, but at least a few supporters were present too.
SDOT has remained resolute that driving-lane removal is not up for debate, but other aspects of the project are. Earlier this week, they unveiled another option for configuring the bottom of the hill, where Highland Park Way meets West Marginal Way. Before that, they announced they would separate the converted lane from the vehicle lane via jersey barriers that could be removed in case of catastrophe like another West Seattle Bridge long-term closure requiring restoration of the second downhill lane. But that didn’t seem to placate those whose memories of the 2020-2022 bridge closure remain fresh. Two people even brought signs, one reading “Fix Existing Problems Before Creating New Ones.”
Last night’s meeting was held in three parts – first, SDOT reps recapped where things stood, then everyone was invited to engage them in conversation around the room, and finally a reconvening of the full room for questions/comments. We recorded the first and third parts on video. Here’s part one:
SDOT reps who spoke were project manager Tony Roberts, project engineer Luke Larson, and project communicator Dan Anderson. They opened by trying to clarify a statement made at the online meeting earlier this month, in which this was described as a “safety project” rather than a “bicycle project.” Yes, but, they said, the money – $4 million – comes from Bicycle Master Plan funding and Vision Zero. In addition, the bicycle lane is intended to address a gap in how riders can get from West Seattle to the Duwamish River Trail. Regarding the newly unveiled Option 2B for handling traffic at the bottom of the hill, SDOT feels that its configuration means two lanes aren’t needed to feed into it any more. Larson said they’d done “modeling” to verify this. They also intend to use plastic center-line posts (like Sylvan Way and Alki/Harbor Avenues) and a high-friction surface treatment – all that will be part of a separate project but concurrent with construction on the lane-conversion. They reiterated that putting jersey barriers on the center line is not an option because they need two feet of width.
When the time came to circulate, about half the attendees did, while the other half stayed in their seats until the full-group session – here’s our video of that:
One of the first to comment declared, “You need to give precedence to the cars over the bikes, I’m sorry.” Anderson acknowledged “this is where we get into disagreement … there’s a lot of expertise … we feel with this it will still work OK.”
In the face of repeated contentions that “this will make it worse,” he insisted, “We don’t believe it will.”
The “what if the West Seattle Bridge goes out?” question also repeatedly arose. Larson said the jersey barriers could be removed to reopen a car lane “within a couple of days.” Anderson also tried to use this to reinforce that SDOT had listened to feedback on some points, saying that SDOT did not expect feedback to include “what if the West Seattle Bridge goes out?”
Another attendee declared, “You’re not solving the crashes – you need to separate the downhill and uphill. Put in some trees like you did on Delridge.”
Then, the question, why not improve the existing sidewalk on the downhill side?
“There’s not room,” said Larson, saying it’s six to eight feet now but they need 10 to 12 feet, adding that the steep dropoff from the existing sidewalk would require “tens of millions of dollars (to be spent) on retention walls.”
A man who spoke in favor of the lane conversion said he’s biked up Highland Park Way “100 times, and downhill maybe once” because of the bumpy path. When this is built, he said, he can put his kids on a bike and ride to South Park. “I will not be driving that street in the future if I can ride the street safely” – one less car, he noted.
A number of concerns were raised by people who live on Othello, a southward turn off the hill. Anderson said SDOT would come out to talk with those residents before long. He also acknowledged that the concept of adding a traffic signal there was mentioned at the meeting, though it hadn’t come up previously.
The SDOT replies to concerns didn’t win over the doubters. One concern about “so much road rage” on the hill was met with a reply that it would be less prevalent with one lane of traffic, if you’re only looking at a car directly in front of yours. That drew derisive hoots.
If the goal is to slow drivers down, why not speed bumps? someone asked. Larson said they’re generally not installed on slopes steeper than eight percent – HP Way is 11 percent.
What about a speed camera? someone else asked. Short answer: That would have to be enabled by state law (which currently limits speed cameras to school zones; the HP Way hill is not part of one).
What about widening the path on the uphill side? Kirkpatrick reminded everyone that the uphill side has had slides, and trees fall fairly frequently.
The SDOT team kept trying to reassure the room that they had “looked at a lot of concept.” Larson mentioned Alki and Green Lake. Those are flat, someone countered. Yet another attendee who described himself as “the most seasoned cyclist in Highland Park”
“By reducing the number of lanes, you’re reducing our quality of lives!” someone said. Another: “This plan is pitting drivers against bikes, but we should be working together.” Another: “This is planning for the future.”
Meantime, alternatives were suggested. Rumble strips? Turtles?
One person also noted that Highland Park has been saddled with a lot over the years, dating back to the municipal-jail proposal that HPAC fought tooth and nail more than a decade and a half ago, and multiple encampments, both RVs and tents, not to ention the future Glassyard Commons tiny-homes-and-RV-lot site close a short distance east of the Highland Park Way hill.
Another tried a final line of questioning: “Is there a date by which you have to spend the funding for this?”
SDOT didn’t really answer that, but Roberts noted that construction is currently set for next year.
(WSB file photo)
We’ve received a few recent reader questions about a longstanding problem – the “When Flashing, Use High-Level Bridge” signs not necessarily reflecting what’s actually happening with the low bridge, particularly the one on Delridge. So we asked SDOT if this problem is on their radar for a fix. They’re “working on a plan,” says spokesperson Ethan Bergerson:
The issues with the road signs alerting travelers when the low bridge is open or closed are due to a combination of factors including aging equipment and multiple instances of wire theft. We are working on a plan to upgrade and replace the components, and do not yet have a definitive timeline for these repairs.
Checking back email, the oldest note we can find on this dates back to 2024, at which time an SDOT staffer told a reader, “We have been working to troubleshoot and correct the issue for the past few weeks. Our electricians recently replaced a bad relay in the system, but unfortunately that did not completely correct the issue.”
Tomorrow night, as previewed here, SDOT will be at HPAC‘s monthly meeting to talk about the Highland Park Way lane-conversion project, which would convert the outside downhill travel lane to bicycle/pedestrian space. On the eve of the meeting, they’ve just published their recap (ours is here) of their recent online meeting about the project, including a new option for the bottom-of-hill end of the project:
Introducing Option 2B: A Direct Response to Feedback
In response to feedback about wanting Highland Park Way SW to be both safer for everyone and not increase vehicle queues getting through West Marginal Way SW, our team has developed a new hybrid alternative: Option 2B.
Design features of Option 2B:
-Increased Intersection Capacity: At the bottom of the hill, the single downhill lane opens into three vehicular lanes (one left-turn lane and two through-lanes).
-Downhill Bike Lane A downhill bike lane remains protected by Jersey barriers to the intersection with West Marginal Way SW.
-Adjusted Channelization: We are removing the center median to accommodate the extra through-lane. Additionally, we are removing one of the westbound left-turn lanes at the W Marginal Way SW intersection to make space for the three eastbound vehicle lanes and the protected bike lane.
Next Steps and Feedback Opportunity
We are now evaluating three options for the intersection approach at W Marginal Way SW. You can view the trade-offs between Option 1, Option 2, and the new Option 2B on our project website.
SDOT offers three ways you can comment:
Email: HighlandHolden@seattle.gov
Hotline: 206-900-8741
Online Form: Submit your comments through the Project Feedback Form
Meantime, tomorrow’s HPAC meeting is at 6 pm (Wednesday, March 25) at Southwest Library (9010 35th SW).
One week from tomorrow, as part of Metro‘s twice-yearly “service change,” buses that normally travel SW Barton in the Westwood Village/Roxhill Park area will start using SW Trenton instead, as SDOT prepares to repave the layover zone alongside the park. That means some major traffic and parking changes – not just for shoppers, parkgoers, and residents, but also for those who use the fields at Nino Cantu Southwest Athletic Complex on the north side of Trenton. SDOT convened an online community meeting on March 2 (WSB coverage here), during which project communicators promised to get answers to a variety of leftover questions. Today they’ve sent a compilation of those questions and their answers (see it here). It’s also linked from the project webpage along with a variety of other info about the project, which is expected to begin in April and last into the fall.
The timing is coincidental but given this morning’s 20-years-later observance of bicyclist Marvin Miller‘s death, we wanted to mention a safety-spotlighting ride this Saturday (March 21), in case you hadn’t already seen it in our Event Calendar. West Seattle transportation-safety advocate Stu Hennessey has organized a ride “to get out and enjoy our growing bike-lane infrastructure.” The 24-mile route starts on the bike path behind the Chelan Café (3527 Chelan Avenue SW) – meet at 10:45 am – and heads along a route including Georgetown and downtown – the interactive route map is here.
Along with the Fauntleroy dock/terminal replacement project, Washington State Ferries‘ Triangle Route also will be getting a new building at the Southworth terminal.
(WSF photo of current Southworth dock/terminal)
Today WSF launched an online open house with information on design concepts and a survey seeking opinions. The Southworth dock has become increasingly busy as a hub for Kitsap Transit foot ferries too. The main question WSF is posing is, where on the Southworth dock to locate a new building, and it’s unveiled four options. Today through April 5, you can review them and answer a survey by going here. The timing on the WSF website suggests some potential overlap with the Fauntleroy project, though in this case they’re only replacing the Southworth terminal building in the first phase, with a dock trestle replacement in a later second phase.
Washington State Ferries’ trial balloon for a new pet policy will be floating a little longer. The changes, which started last August, have been extended to last at least until the end of the spring. That means passengers with leashed dogs will continue to be allowed in most public passenger areas until either modified rules are approved or the existing policy goes back into effect. For years, dogs outside of vehicles and carriers were limited to outdoor passenger areas, like shelter decks, which are unheated.
(A very good dog on the shelter deck, 2018)
At a WSF public meeting in January, WSF Assistant Secretary John Vezina said a permanent policy could be expected within a couple of weeks, but then WSF posted a travel alert bulletin earlier this week announcing the extension of the trial: “We will continue trialing an updated pet policy through spring 2026. Dogs on leashes are allowed in all passenger areas during this trial period, except onboard food galleys. Other pets must be in a crate or carrier. Service animals are welcome everywhere, as required by law. Livestock must stay in appropriate enclosures at all times. We are reviewing the trial policy and will provide an update on our pet policy before summer 2026.”
There are additional rules for dogs that at least partly mirror what’s expected of human passengers: No feet on the seats (big dogs stay on the floor and small ones on laps) and clean up after yourself. But crew can also direct dogs and their owners out of the passenger cabin to outside areas for behavior or safety issues.
You can give feedback on the trial policy here.
1:52 PM: After a two-day extension of the repair period, tonight’s the night that the Washington State Department of Transportation said it expected to reopen the northbound 1st Avenue South Bridge. So rather than waiting to see if it happens, we asked WSDOT spokesperson RB McKeon if things were still on schedule (particularly given today’s snow). Yes, McKeon replied, saying “we are still on track to reopen the First Avenue S bridge by 11:59 pm tonight.” While all lanes are expected to be open after this first phase of repairing damaged steel plates, WSDOT has said the speed limit across the NB bridge will remain at 25 mph while they get ready to replace some of those plates sometime next month. We’ll update this story when the bridge reopens.
3:43 PM: And just in from WSDOT: “All lanes on the northbound State Route 99 First Avenue South Bridge have reopened with a reduced speed limit of 25 mph after five days of emergency repairs. On-ramps to northbound SR 509 and SR 99 also have reopened in the area.”
P.S. No date yet for the April repair closure.
Metro is out with specifics on which bus routes will be affected by the twice-yearly “service change” starting March 28. One big change systemwide: All-door boarding on all buses (explained here). As for other changes, we’ve already mentioned that changes will be required as buses are rerouted off SW Barton to prepare for that street’s repaving project. Those constitute all but one of the West Seattle changes we’re seeing; no routes with added or reduced trips this time. So here’s how the changes are described:
ROUTE 21
Route 21 will be on a long-term re-route due to construction and will not serve stops on SW Barton St between 35th Ave SW and 26th Ave SW, it will instead operate on SW Trenton St. Southbound trips will end at a new temporary stop at SW Barton St & 25th Ave SW (stop #39977). Northbound trips will begin at 25th Ave SW & SW Barton St (stop #39990).
RAPIDRIDE C LINE
RapidRide C Line will be on a long-term re-route due to construction and will not serve stops on SW Barton St between 35th Ave SW and 26th Ave SW, it will instead operate on SW Trenton St. Southbound trips will serve the stop at 35th Av SW and SW Barton St (stop #22580) and end at 25th Ave SW & SW Henderson St (stop #39981). Northbound trips will begin at 25th Ave SW & SW Barton St (stop #39990) and continue to serve existing stops.
Also, unrelated to the Barton project:
ROUTE 128
The first and last stop for Route 128 in West Seattle will be relocated from southbound California Ave SW & SW Hill St to southbound California Ave SW & SW College St (stop #32371).
One last local note in the service-change announcement – a reminder that the West Seattle Water Taxi starts its summer schedule on April 11; Metro says it’ll publish that schedule soon.
We’re almost through day 1 of the three-day closure of the northbound 1st Avenue South Bridge. Since buses do usually use the bridge, some readers were wondering why no reroute advisory had appeared. We asked Metro, whose spokesperson Jeff Switzer explains:
Routes 113, 131 and 132 are rerouted during the state’s emergency work; however, buses continue to serve every one of the bus stops for these routes and no bus stops are missed.
In this situation, we don’t issue a transit alert as, from the riders’ perspective, there isn’t an impact to where they board or exit. We appreciate riders’ patience while we reroute around this important emergency work.
Overview
131 and 132: Regular route southbound from Downtown Seattle to Burien Transit Center; switches to the South Park Bridge traveling northbound from Burien to Downtown Seattle.
113: Regular route to Shorewood from Downtown Seattle; switches to the South Park Bridge traveling to Downtown Seattle from 26th Avenue SW/SW 116th Street
This closure is supposed to end by 8 pm Wednesday (March 11), at which time all northbound lanes will be open, though the temporary 25 mph speed limit will continue. A longer repair closure is expected next month, and a full bridge deck replacement next year.
That’s an aerial view of the trouble zone on the northbound 1st Avenue South Bridge, where the discovery of cracks in the bridge deck’s steel grates led to a 2-lane closure two weeks ago and, as announced Wednesday, will require a full replacement of the deck next year. In the meantime, a three-day northbound closure for stabilization work is planned next week, and we asked some followup questions today. The bridge is state-owned, so the Washington State Department of Transportation is responsible for it, and WSDOT spokesperson RB McKeon handled our questions.
The state inspects its bridges at least every two years, and this one would have had its regular 2-year checkup later this year, after a “fair” rating in 2024. But a crew was out looking at it in mid-February and discovered the cracks, making the decision to remove traffic from the two right lanes.
How will traffic be routed away from the NB bridge for next week’s Monday through Wednesday closure? McKeon replied:
During next week’s closure, all northbound SR 99 traffic will exit at South Cloverdale Street, cross the Duwamish River on 14th Avenue South and then travel north on East Marginal Way South, which reconnects with SR 99 north of the bridge closure.
The following on-ramps also will close from 3 a.m. Monday, March 9, through 8 p.m. Wednesday, March 11:
-First Avenue South to northbound SR 509
-West Marginal Way South to northbound SR 99
-Occidental Avenue South to northbound SR 99The First Avenue South Bridge Trail also will close from 5 a.m. Monday, March 9, through 8 p.m. Wednesday, March 11, for bridge repairs. Cyclists and pedestrians must follow a signed detour using the Duwamish Trail to the 14th Avenue South Bridge, where they can cross the Duwamish River then head north on East Marginal Way South to reconnect with SR 99.
Next week’s work will be one by WSDOT bridge-maintenance crews; the April work to replace 9 panels will be done by a contractor who hasn’t yet been chosen. The replacement panels are being made by Mission Critical Solutions in Pennsylvania, as part of Phase 2 repairs projected to cost $1.7 million. The timeline for that work is expected to be available in early April, McKeon told us, and they’ll be looking at the possibility of working during full weekend closures and/or nights to “minimize impact to travelers.” How Phase 2 will affect maritime use of the Duwamish River in that spot isn’t yet settled; WSDOT will talk with the U.S. Coast Guard.
Phase 3 – the full northbound deck replacement – is still in planning, but WSDOT expects to send it out for bidding in December. In the meantime, again, next week’s full northbound closure is from 5 a.m. Monday, March 9, through 8 p.m. Wednesday, March 11.
(WSB photo, Tuesday)
When WSDOT closed two lanes of the northbound 1st Avenue South Bridge after an inspection revealed problems 2+ weeks ago, an update was promised by this Friday. Today, we have it – a repair plan starting with a three-day closure next Monday through Wednesday, and longer closures to come. Here’s the announcement from WSDOT:
The Washington State Department of Transportation will begin temporary repairs on the northbound State Route 99 First Avenue South bridge during a three-day closure of all northbound lanes from 5 a.m. Monday, March 9, through 8 p.m. Wednesday, March 11. Two lanes of the bridge were closed Feb. 18 after a bridge inspection identified cracks in the steel deck grates of the bridge in Seattle.
This repair effort is structured in three phases:
-Immediate stabilization and reopening of all northbound lanes
-Limited grate replacement in mid-to-late April
-Full northbound deck replacement in 2027The first phase of repairs must take place during daytime hours for both safety and efficiency. The temporary repair will allow all northbound lanes to reopen with a temporary speed limit reduction to 25 mph. The speed reduction will remain in place until the second phase of the repair is complete.
Phase 1: Stabilizing the bridge now (March 9-11)
During the March 9-11 full northbound closure, crews will modify existing grated panels and install steel plates over the cracked grates to restore safe vehicle access across all lanes. Welding and reinforcement work will strengthen the most affected sections of the bridge deck.
The temporary steel plating and reduced speed limit are intended to reduce stress on the deck and provide safe passage across the bridge until permanent grate replacements are installed.
This closure will occur immediately following a full weekend closure of northbound and southbound I-405 in Bothell on March 7-8. The sequencing reflects the urgency of the bridge repairs and the limited window available to complete the work before another full weekend closure of I-405 scheduled for March 13-16.
The bridge will remain operational for marine traffic but closed to vehicles during these repairs. Travelers will need to use alternate routes such as I-5 and I-405.
Phase 2: Replacing nine failing panels before summer (Starting mid-to-late April)
The next phase involves full replacement of nine steel grate panels inspectors deemed in the worst condition. Manufacturing these panels is underway and is expected to take approximately six weeks, with installation scheduled to begin as soon as they are delivered. This work will also require a full northbound closure of the First Avenue South bridge. This work is expected to start in mid-to-late April pending panel delivery and U.S. Coast Guard coordination.
WSDOT is executing an emergency contract and will work closely with the selected contractor to maximize efficiency while minimizing impact to travelers. An updated timeline will be shared in early April before work begins. WSDOT and the contractor will consider a series of full weekend closures as well as options for night work.
The goal is to complete the replacement of these nine panels before the 2026 FIFA World Cup begins in June, when hundreds of thousands of spectators will visit the greater Puget Sound region. Completing this work now ensures that SR 99 remains a viable route during a period when the transportation system will be in high demand.
Once this phase is complete, all northbound lanes will reopen at normal speeds.
Phase 3: Long term preservation work in development (2027)
Design is underway for a full replacement of the northbound bridge deck, with construction expected in 2027. This project will address broader needs and will require more substantial coordination with the U.S. Coast Guard and regional partners. More information will be shared on this phase of the project in early 2027.
About the First Avenue South bridge
The First Avenue South bridge is a moveable, double-leaf bascule bridge spanning the Duwamish River. Like a drawbridge, its two sections lift from the center to allow marine traffic to pass. When closed, the two halves meet to carry vehicles, transit and freight.
Because the bridge both moves and carries heavy daily traffic, it includes mechanical systems and specialized steel deck components that require ongoing maintenance and inspection. Areas near the center of the span experience the greatest stress. During its last full inspection, the bridge was rated in fair condition.
The First Avenue South bridge is part of a statewide bridge system with infrastructure operating beyond its intended service life. WSDOT often extends the life of these bridges through targeted repairs while larger preservation projects are being developed. That approach allows structures to remain in service, but it also means that when conditions change, crews must act quickly and sometimes close lanes or structures in the interest of public safety. Each time WSDOT must take this action highlights the critical need for investment in the preservation of our transportation system. Governor Ferguson proposed a $2.1 billion investment in preservation including $1.1 billion for bridges.
The bridge served as the main detour route across the Duwamish River when the West Seattle Bridge – which is a city-owned structure – closed 2020-2022.
By Tracy Record
West Seattle Blog editor
The next major West Seattle repaving project is on SW Barton, but many of the questions/concerns at tonight’s online community meeting were about SW Trenton – which is where buses will be rerouted.
The meeting led by SDOT and Metro reps is the one promised last year when the project was postponed and a planned in-person meeting was scrapped. It also underscored the fact that this will not be a simple or short project – the work required to build new pavement panels in concrete between 26th SW and 29th SW is expected to start sometime in April and last until sometime in fall. But because April is so close to Metro’s twice-yearly service change, the bus-routing changes will kick in starting Saturday, March 28:
and will require restriping of SW Barton in the project zone, as well as bus-zone signage and curb stripes on SW Trenton. SDOT also will move the “stop bar” on Trenton at 35th, for cars headed west.
Barton will have one traffic lane each way, on the north side of the street, between 26th SW and 29th SW. Village Green West Seattle (WSB sponsor) residents voiced concerns about access to their complex; besides offering general reassurances, the facilitators said a separate meeting is planned next week at Village Green to address any specific concerns and questions.
But the biggest concerns, as is often the case when a project happens in an area that is used by people coming far away, were about how the rerouting and parking changes will affect the many non-residents who use SW Trenton for both Nino Cantu Southwest Athletic Complex and Westwood Village access – particularly the athletic complex, which is a regional hub for sports. Not just schools, but the West Seattle Junction FC and Rhodies FC will be playing there again this summer too. That means traffic, parking, and people crossing SW Trenton. And what about businesses in the vicinity along 35th? the project team was asked. They promised more extensive flyering.
“We’re trying not to make this a headache for anyone,” insisted one of the consultants who helped transportation reps facilitate. And toward that end, Metro’s rep promised they would be monitoring “closely … at least for the first two weeks” to be sure the changes were working out as expected.
Here’s the rerouting as summarized on the project page:
Route 21 to Westwood Village: Travelling south on 35th Ave SW, before turning east onto SW Trenton St, then turning south onto 25th Ave SW.
Route 21 buses leaving Westwood Village (southbound) will turn from 35th Ave SW onto SW Trenton St. The bus will continue traveling east on SW Trenton St, with three more stops:
SW Trenton St east of 35th Ave SW
SW Trenton St at either 29th or 30th Ave SW
SW Trenton St just west of 25th Ave SW, on the north end of Westwood VillageRapid Ride C-Line to Westwood Village: Travelling from SW Barton, turning north onto 35th Ave SW, then east onto SW Trenton St, and will continue travelling east on SW Trenton St, with three stops:
35th Ave SW and SW Trenton St
Between 29/30th Ave SW Trenton St
The last stop will come after turning southbound on 25th Ave SW, just south of SW Henderson St.
Leaving Westwood Village on the Rapid Ride C-Line or Rt. 21Catch the Rapid Ride C-Line or Rt. 21 bus toward downtown Seattle at the southbound bus stop on 25th Ave SW just north of SW Barton St (at the southeast corner of Westwood village)
Also surfaced to the project team: Collision history and speeding on 35th, and one other concern that didn’t have to do with traffic or buses: The Roxhill Bog revival project (recently celebrated with an event at the park). Since part of this project is described as keeping peat beneath the road from continuing to destabilize it, is there a chance it will interfere with the work done to revive the bog? asked a Village Green resident.
The project team said they’d had “several meetings” about it and had assurances that their work “shouldn’t affect the bog in any long-term way.”
They promised a recording of the hour-long meeting will be published; we’ve also requested the full slide deck and hope to add that when we receive it on Tuesday. They don’t have an exact construction start date yet, saying a contractor had just been brought on board.
ADDED TUESDAY AFTERNOON: Here’s the full slide deck from the meeting.
(Friday photo of Fauntleroy ferry at sunset, by Joshua Crowgey)
Starting tomorrow (Sunday, March 1st), Washington State Ferries will start charging a new fee on card transactions, as ordered by state legislators. If you haven’t heard about it already, here’s the summary from WSF leader Steve Nevey in the latest weekly newsletter:
Starting in three days on Sunday, March 1, a 3% cost recovery surcharge will be added to all credit and debit card purchases. The Washington State Legislature directed this change (RCW 47.60.860) so the state can recover the cost of processing card payments. The 3% recovery fee applies to all in-person, kiosk and online fare purchases, including single-ride, multi-ride, and ReValue tickets. It also covers no-show fees for vehicle reservations and carpool and vanpool permits. The cost recovery surcharge does not apply to fees for memorial services, annual business accounts or promotional activities like tabletops and film or photo shoots. Customers can avoid the recovery fee by paying with cash or by using a preloaded ORCA card. If a card transaction is refunded, the 3% surcharge will also be refunded. See our ticket information page for a full list of accepted payment options.
One reader told us they thought fees like this couldn’t be charged on debit-card transactions; WSF explains that they aren’t able to process debits, so debit cards are charged as credit cards and will include the fee.
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