Interstate 5 in Washington
Purple Heart Trail | ||||
Route information | ||||
Maintained by WSDOT | ||||
Length | 276.62 mi[1][2] (445.18 km) | |||
Existed | August 14, 1957[3][4]–present | |||
History | Completed in 1969[5] | |||
Tourist routes |
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NHS | Entire route | |||
Major junctions | ||||
South end | I-5 at the Oregon state line in Vancouver | |||
North end | Hwy 99 at the Canadian border in Blaine | |||
Location | ||||
Country | United States | |||
State | Washington | |||
Counties | Clark, Cowlitz, Lewis, Thurston, Pierce, King, Snohomish, Skagit, Whatcom | |||
Highway system | ||||
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Interstate 5 (I-5) is an Interstate Highway on the West Coast of the United States that serves as the region's primary north–south route. It spans 277 miles (446 km) across the state of Washington, from the Oregon state border at Vancouver, through the Puget Sound region, to the Canadian border at Blaine. Within the Seattle metropolitan area, the freeway connects the cities of Tacoma, Seattle, and Everett.
I-5 is the only interstate to traverse the whole state from north to south and is Washington's busiest highway, with an average of 274,000 vehicles traveling on it through Downtown Seattle on a typical day. The segment in Downtown Seattle is also among the widest freeways in the United States, at 13 lanes, and includes a set of express lanes that reverse direction depending on time of the day. Most of the freeway is four lanes in rural areas and six to eight lanes in suburban areas, including a set of high-occupancy vehicle lanes in the latter. I-5 also has three related auxiliary Interstates in the state, I-205, I-405, and I-705, as well as several designated business routes and state routes.
The freeway follows several historic railroads and
The federal government endorsed the creation of a national expressway system in the 1940s, including several bypasses on US 99 that were built by the state in the early 1950s. The state's planned toll superhighway in the Seattle area was shelved in favor of a federally-funded freeway under the new Interstate Highway System, under which I-5 was created in 1957. Construction of I-5 was completed in 1969, and several segments of the highway have been widened or improved in the decades since.
Route description
Interstate 5 is the only Interstate to traverse Washington from north to south, serving as the primary highway for the
The freeway runs through the most densely populated region of Washington state, with 4.6 million people living in the nine counties on the corridor, approximately 70 percent of the state's population.[12][13] Several of the largest cities along the I-5 corridor are also connected by the parallel Cascades, a regional train service between Eugene, Oregon, and Vancouver, British Columbia, operated by Amtrak and funded by the state governments of Oregon and Washington.[14][15]
I-5 is maintained by the Washington State Department of Transportation (WSDOT), who conduct an annual survey of traffic volume that is expressed in terms of annual average daily traffic (AADT), a measure of traffic volume for any average day of the year. The stretch of I-5 through Downtown Seattle is the busiest highway in Washington state, with a daily average of over 274,000 vehicles in the mainline and express lanes.[16] The least-traveled segment of I-5 is located at SR 548 in Blaine, with a daily average of 6,600 vehicles.[17] I-5 through the Seattle metropolitan area is among the worst congested highways in the United States, with 78 percent of peak direction miles classified as "routinely congested" for seven to eight hours a day and an average annual delay of 55 hours for Seattle–Everett commutes.[18][19][20] The freeway has a maximum speed limit of 70 miles per hour (110 km/h) in rural areas and 60 mph (97 km/h) in urban and suburban areas, which includes a 100-mile (160 km) section between Tumwater and Marysville.[1][21]
Southwestern Washington
I-5 enters Washington on the
From Salmon Creek, I-5 continues northwesterly and intersects
The freeway continues north, following the Cowlitz River to Castle Rock, where it meets SR 411 and a short business route that loops back to an interchange with SR 504, the main highway to Mount St. Helens.[30] North of Castle Rock, the Cowlitz River turns away from I-5 as the latter enters Lewis County, intersecting SR 506 west of Toledo and SR 505 east of Winlock. Between the two interchanges is the Gospodor Monument Park, a roadside attraction with four sculptures of up to 100 feet (30 m) in height commemorating religious and indigenous figures.[31] After their installation in 2002, the sculptures caused backups on the freeway due to rubbernecking by passing drivers who slowed down near them.[32][33] Near Napavine, I-5 becomes concurrent with US 12, which continues east across White Pass to Yakima.[9][25]
The two highways intersect
South Sound region
North of Grand Mound, I-5 passes two interchanges with
Immediately east of DuPont, I-5 travels through
In Tacoma, the freeway passes the
After passing under
Seattle and Shoreline
After entering Seattle, I-5 passes under the Link 1 Line tracks at Boeing Access Road and runs northwesterly between
North of the interchange, I-5 travels on an elevated viaduct over the
I-5 continues north out of downtown Seattle under a 20-to-30-foot (6.1 to 9.1 m)
I-5 continues onto the Ship Canal Bridge towards the University District, crossing 160 feet (49 m) over a section of the Lake Washington Ship Canal and Eastlake Avenue parallel to the University Bridge. The bridge also includes a lower deck for the express lanes, with a ramp connecting to Northeast 42nd Street in the University District.[50][51]
I-5 runs north along 5th Avenue through the University District, a few blocks west of the
Snohomish County
At the county line near Lake Ballinger, I-5 intersects SR 104, a highway that connects to Lake Forest Park, Edmonds, and the Kitsap Peninsula via the Edmonds–Kingston ferry.[9] The freeway continues through western Mountlake Terrace, passing the Mountlake Terrace Transit Center and its median bus station near 236th Street Southwest. Upon entering Lynnwood, I-5 turns northeast and follows the Interurban Trail, passing the Lynnwood Transit Center, which is connected to the HOV lanes via a set of direct ramps.[56] The freeway then intersects SR 524 (196th Street Southwest) and its spur route on 44th Avenue West before heading towards Alderwood Mall. To the east of the mall, I-5 intersects I-405 and SR 525.[25]
I-5 crosses into northern Lynnwood and intersects 164th Street Southwest near Martha Lake and Mill Creek, where a partial HOV ramp connects to the Ash Way Park and Ride.[57] The freeway continues north into Everett and intersects SR 96 southeast of Paine Field. It then passes Silver Lake and the South Everett park and ride (located in the freeway's median) at 112th Street Southeast near the Everett Mall and a southbound-only rest area.[58][59] Northeast of the mall, I-5 comes to a major interchange with several highways: SR 99, which travels southwest as Everett Mall Way; SR 526, which travels west to the Boeing Everett Factory and Mukilteo; SR 527, which travels south through Mill Creek; and Broadway, which continues north into downtown Everett.[9][60] From the mall interchange, I-5 descends towards the Lowell area on the east side of a hill with several suburban neighborhoods. Near the Everett Memorial Stadium and Lowell Park, the freeway intersects 41st Street in a single-point urban interchange, with additional ramps from the HOV and mainline lanes towards downtown Everett on Broadway.[61][62]
I-5 then curves northeasterly around downtown Everett, following the general course of the
The freeway continues over the Snohomish River and descends into the river's
North of the city and reservation, I-5 crosses over the railroad and enters
Skagit and Whatcom counties
From the Snohomish County line, the freeway turns north and descends into the
On the north side of the river, I-5 skirts the western edge of Burlington, passing car dealerships and retail stores, including the
I-5 travels along the eastern shore of Lake Samish before turning west to follow Chuckanut Creek through a narrow valley formed by Chuckanut and Lookout mountains in
In Blaine, the northernmost city on I-5,
Seattle express lanes
I-5 has 7.14 miles (11.49 km)
The express lanes run through downtown and the Cascade neighborhood on the lower deck of I-5's southbound lanes, with ramps to the Pike Street at 9th Avenue (including a former exit to Downtown Seattle Transit Tunnel's Convention Place station), and Stewart and Howell streets at Eastlake Avenue.[88][89] After the ramps from Mercer Street, the four-abreast express lanes emerge onto the median of I-5, following it past Capitol Hill and Eastlake to the Ship Canal Bridge. The express lanes cross the Ship Canal on the lower deck of the bridge, which includes an exit to Northeast 42nd Street in the University District. A southbound-only, HOV-only onramp from Ravenna Boulevard and an additional ramp to SR 522 connect the express lanes to North Seattle, leaving two express lanes and an HOV lane. The express lanes end southwest of the Northgate Mall, with a ramp to Northeast 103rd Street and the two remaining lanes merging onto I-5.[25][88] The downtown entrances at Cherry, Columbia, and Pike streets are designated for HOV use only to encourage carpooling without affecting buses using the ramps.[90][91][92]
The express lanes typically carry southbound traffic from 5 a.m. to 11 a.m. and northbound traffic from 11:15 a.m. to 11 p.m. on weekdays, with an overnight closure from 11 p.m. to 5 a.m. On most weekends, the lanes are open to southbound traffic from 8 a.m. to 1:30 p.m. and northbound traffic from 1:45 p.m. to 11 p.m., with an overnight closure to reduce neighborhood noise.
Express lane exit list
The entire highway is in
mi[1] | km | Destinations | Notes | ||
---|---|---|---|---|---|
165.29 | 266.01 | I-5 south – Tacoma, Portland | South end of express lanes | ||
165.62 | 266.54 | 5th Avenue, Columbia Street | Southbound exit and northbound entrance (HOV only) | ||
166.49 | 267.94 | Pike Street | Southbound exit and northbound entrance (HOV only) | ||
166.63 | 268.16 | Stewart Street – Seattle City Center | Southbound exit and northbound entrance | ||
167.20– 167.26 | 269.08– 269.18 | Mercer Street | Southbound exit and northbound entrance | ||
168.96 | 271.91 | Northeast 42nd Street – University of Washington | Northbound exit and southbound entrance | ||
169.66 | 273.04 | Ravenna Boulevard | Southbound entrance only (HOV only) | ||
170.54 | 274.46 | SR 522 (Lake City Way) – Bothell | Northbound exit and southbound entrance | ||
172.07 | 276.92 | Northeast 103rd Street, 1st Avenue Northeast | Northbound exit and southbound entrance | ||
172.43 | 277.50 | I-5 north – Everett, Vancouver, BC | North end of express lanes | ||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi |
History
Early state and national highways
The
The Washington section was part of a longer highway along the West Coast from Canada to Mexico, which was conceived by the Pacific Highway Association of North America in 1910.[102] The Pacific Highway was dedicated by 60,000 people at the Peace Arch in Blaine on September 4, 1923, with a few sections still under construction.[98] Earlier that year, the Washington state government had designated it as State Road 1 and allotted funds to pave some rural sections. By 1925, almost all of the highway had been paved or improved to modern standards.[98][103]
The federal government and the
State upgrades and Interstate planning
The federal government began planning for a national "superhighway" system in the late 1930s, including the US 99 corridor as the main route along the West Coast.
The state legislature adopted its own set of standards for
The upgrade program was divided into 226 miles (364 km) of four-lane highway and 47 miles (76 km) of two-lane highway in rural sections between Marysville and Blaine.
The Federal-Aid Highway Act of 1956, signed into law by President Dwight D. Eisenhower on June 29, 1956, formally authorized the creation and majority-federal funding of the Interstate Highway System.[112] A few months later, the state supreme court overturned the $194 million authorization (equivalent to $1.61 billion in 2023 dollars)[114] to build the 65-mile (105 km) Tacoma–Everett expressway as a toll road after finding it to be unconstitutional. The federal contribution under the Interstate Highways program was anticipated to be $165 million (equivalent to $1.37 billion in 2023 dollars),[114] but come in smaller installments that would require more time to complete the freeway project.[131] The entire US 99 corridor was subsequently assigned the designation of "Interstate 5" in 1957 and the federal government allocated planning funds to begin engineering of the Seattle Freeway,[132] which commanded its own Highway Department division.[119][133]
Suburban and rural construction
Washington was the fastest of the three West Coast states to upgrade sections of US 99 to four lanes and partial
The first section of the Tacoma–Seattle–Everett freeway was opened to traffic on October 1, 1959, extending the Fort Lewis freeway 5 miles (8.0 km) from
The Tacoma section was extended 13.5 miles (21.7 km) north to Midway (near Des Moines) on October 10, 1962. The dedication ceremony was attended by Governor Rosellini and included a parade of U.S. Army vehicles from Fort Lewis. The Tacoma–Midway section cost $14.5 million to construct (equivalent to $132 million in 2023 dollars)[114] and included a cloverleaf interchange for the Auburn cutoff (later SR 18) in Federal Way.[144] The ceremony had been preceded by drivers trespassing onto the finished but unopened freeway a month earlier to avoid congestion on US 99.[145] The Tacoma and Olympia sections of I-5 were connected by a new freeway across Fort Lewis and the Nisqually River that opened in November 1968 and cost $12 million (equivalent to $77.5 million in 2023 dollars).[114][146] Its opening eliminated the last traffic signal between Seattle and Portland.[147][148]
I-5 was routed around Bellingham on an easterly arc with several interchanges that were added after lobbying by downtown business groups who had originally favored a waterfront route.[149] The first section, 5 miles (8.0 km) long and four lanes wide, opened to traffic on December 5, 1960, connecting with an existing expressway to Ferndale.[150] The remainder of I-5 from Ferndale to the Peace Arch border crossing was upgraded in two stages, beginning with 11 miles (18 km) to Dakota Creek near Blaine that opened on October 29, 1963.[151] The last section through Blaine was delayed by construction issues and opened on November 23, 1965, with a dedication ceremony at the Peace Arch.[152] The British Columbian government had already completed upgrades to its section of Highway 99 between Blaine and the Fraser River in 1962.[153] The southernmost section of the Bellingham Freeway through the Chuckanut Mountains opened in three stages in 1966, completing the last four-lane section of the highway in the state.[154][155]
The 19.7-mile (31.7 km) section between north Seattle and Everett was opened on February 3, 1965.[156] It was constructed over sections of the former Seattle–Everett Interurban Railway and cost $23 million (equivalent to $164 million in 2023 dollars).[114][157] Several of the freeway's interchanges in southern Snohomish County were opened two months later.[158][159] The freeway was initially six lanes wide but was expanded to eight lanes from Northgate to modern-day Shoreline in 1966 because of increased traffic congestion.[160] The 3-mile (4.8 km) bypass of downtown Everett between 41st Street and the Snohomish River was completed on January 18, 1968;[161] its opening eliminated fourteen traffic lights and included ramps to connect with the Hewitt Avenue Trestle.[162] The final section of I-5 was opened on May 14, 1969, spanning 3.5 miles (5.6 km) between Everett and Marysville over the Snohomish River delta.[163][164] It was originally scheduled to open several months earlier, but delayed steel work on the bridge over the Snohomish River caused scheduling issues.[165]
Several right-in/right-out intersections and non-grade-separated sections remained on I-5 until the completion of widening and grade separation projects in the 1970s.[166][167] The section between northern Kelso and Castle Rock was improved to Interstate standards and widened to six lanes in 1976,[168] which was followed by an expansion through Kelso that opened in 1981.[169][170] The Kelso expansion project included relocating the freeway away from a mudslide-prone hill, transferring maintenance of the old alignment to the city government.[171] A similar six-lane expansion project in Marysville in the late 1960s was delayed after a dispute between the state government and Tulalip Tribes over compensation for land that was later settled in 1970.[172][173] A section further north of Marysville was expanded to six lanes in 1972, including a new bridge over the Stillaguamish River for northbound traffic and replacement of a railroad underpass with a pair of overpasses.[174][175]
Seattle planning and construction
A municipal traffic plan from 1946 outlined designs for a north–south freeway through Seattle that was later refined into the early concepts for Interstate 5 in the 1950s.
The first section of the freeway within Seattle to be built was the Ship Canal Bridge, a double-decker bridge over the Lake Washington Ship Canal between the University District and Eastlake, which began construction in August 1958.[187] Construction of the freeway through Downtown Seattle was delayed after 100 citizens marched on June 1, 1961, in protest of the "trench" design and sought to add a lidded tunnel with a rooftop park.[188][189] The proposed design change was deferred for later consideration, but delayed the start of construction south of Olive Way to the following year.[190]
Land acquisition for the downtown section of I-5 was completed in June 1962 after a series of condemnations were settled by the King County Superior Court.[191] Demolition of buildings along the block-wide right-of-way had already begun, including the Kalmar Hotel (built in 1881), which pre-dated the Great Seattle Fire,[192] and the Seventh Avenue Fire Hall (built in 1890), the oldest public building in the city.[193][194] The demolitions were opposed by local preservationists, among them architects Victor Steinbrueck and Paul Thiry, but proceeded as planned.[193] Thiry described the freeway's construction as when "Seattle began taking one of its wrong turns and started to lose its identity as a city" and proposed a park lid from Columbia Street to Olive Way along the entire downtown section of I-5.[195] Seattle's Chinatown was divided by the construction of I-5, which resulted in the formation of a special district to preserve the neighborhood's Asian American heritage.[196]
The Ship Canal Bridge and 2.2 miles (3.5 km) of freeway between Ravenna Boulevard and Roanoke Street were dedicated and opened to traffic on December 18, 1962. The bridge cost $14 million to construct (equivalent to $104 million in 2023 dollars)
The remaining downtown section and approaches from the suburbs remained scheduled to be completed by 1967, with the state legislature passing a provision in a spending bill to accelerate construction.[203][204] The delayed timeline was blamed by the Department of Highways on several uncontrollable factors, among them landslides along Beacon Hill and Capitol Hill, unfavorable weather, a cement masons strike, and relocation of utilities.[205][206] The section between Olive Way and Mercer Street opened to limited traffic on October 30, 1964, with two northbound lanes to bypass congestion at the Mercer Street interchange.[207] Two additional downtown interchanges at University Street and Cherry Street opened on June 30, 1966.[208] Access to the northbound lanes of I-5 was extended to South Dearborn Street in late September 1966, while opening of the southbound section was delayed because of issues with the Airport Way exit.[209] The Connecticut Street interchange, intended to be part of I-90 and connected to the Alaskan Way Viaduct, was partially constructed as part of the downtown section of I-5 but was left unfinished until 1991.[210][211] The remainder of the Seattle section, a 17.2-mile (27.7 km) stretch from Midway to Olive Way, was opened to traffic on January 31, 1967, by Governor Dan Evans.[212]
The reversible express lane system was built along with the rest of I-5 through Seattle and opened in separate phases. The first section of reversible lanes opened on June 2, 1965, with 13 access ramps between Olive Way and Northgate Mall.[213][214] The express lanes were managed using a series of ramp barriers that were remotely controlled and monitored by eleven closed-circuit television cameras that were activated in September 1965.[215][216] An additional ramp at the Mercer Street interchange opened in October 1966 after southbound traffic was diverted to a new set of ramps.[217][218] The southernmost section of the express lanes, including ramps to Columbia and Cherry streets at 5th Avenue, opened on January 31, 1967.[212] The new ramps were later converted to bus-only use as part of the Blue Streak express bus program, which debuted in 1970 and was later replaced by a King County Metro route.[219][220]
Major projects and expansions
The First Hill Improvement Club and architect Paul Thiry led a campaign in 1961 to reconnect areas of Seattle severed by the freeway with lids that would house parks,
The 5.5-acre (2.2 ha)
WSDOT began installing
In the 1970s, the state government began planning extensive rebuilding of the oldest sections of I-5 to meet newer Interstate standards and eliminate design issues.[239] The 6.5-mile (10.5 km), four-lane section through Tumwater, Olympia, and Lacey was rebuilt in the 1980s at a cost of $164 million (equivalent to $316 million in 2023 dollars).[114] The freeway project was completed in late 1991 with an expansion to six lanes, six rebuilt interchanges, a new bridge for Capitol Way, and improved landscaping.[240][241] The existing Pacific Avenue interchange near the Tacoma Dome was expanded in the 1980s to accommodate I-705, a new spur freeway traveling north to downtown Tacoma.[242]
The rebuilding of the three-mile (4.8 km) Vancouver section was completed in August 1983 at a cost of $40 million (equivalent to $99.3 million in 2023 dollars).[114] It included widening the freeway to six lanes, new interchanges with SR 14 and SR 500, relocation of railroad tracks, and the replacement of several overpasses.[243][244] An additional expansion project on I-5 through Vancouver and Hazel Dell was completed in 2001, replacing the original overpasses and adding a southbound HOV lane.[245][246] The HOV lane was later removed in 2005 after drivers complained about increased travel times for single-occupant vehicles.[247] A second widening project, completed in 2006, added two lanes on a from Hazel Dell to the I-205 interchange in Salmon Creek, where a new ramp to Northeast 139th Street was later opened in 2014.[248][249]
In April 2003, the state legislature passed the Nickel Funding Package, which enacted a five-cent gas tax increase to fund $4.2 billion in transportation projects (equivalent to $6.44 billion in 2023 dollars)[114] that were rejected in an earlier public referendum.[250] The program funded several projects to widen and modernize sections of I-5, including new interchanges in Clark County and the extension of HOV lanes in Everett and from Tukwila to Tacoma.[251] Several direct access ramps for the HOV lanes were constructed in the 2000s using funds from Sound Transit to serve bus facilities in Lynnwood and Federal Way.[252][253] The Everett expansion project cost $263 million to construct and consisted of HOV lanes from the Everett Mall to the Snohomish River, realigned ramps, a new single-point urban interchange at 41st Street, and a reconstructed Broadway interchange with HOV ramps and a flyover ramp. Construction began in September 2005 under a design–build contract, the third in WSDOT's history, and was completed in June 2008 as part of an accelerated timeline to prepare for the 2010 Winter Olympics hosted by Vancouver, British Columbia.[254][255]
The southern end of the HOV lanes on I-5 in King County was extended to SR 516 in 1995 and Federal Way in 2007 using Nickel Package funding.[256] Construction of an HOV lane system through Tacoma, which would also include a new interchange with SR 16 and the Nalley Valley Viaduct, began in 2001 with the replacement of the South 38th Street overpass to accommodate a wider freeway.[257][258] The Tacoma/Pierce County HOV program launched with partial funding for the $1.6 billion megaproject that was later filled with an earmark in the state legislature's 2005 transportation funding package.[259][260] Construction on the HOV lanes began in 2009 with an extension through Fife to Port of Tacoma Road and seismic retrofitting of bridges that was completed two years later.[261][262] The reconstructed SR 16 opened in two phases, with the new westbound viaduct carrying all between its opening in June 2011 and the completion of the eastbound viaduct in August 2014.[263] A set of ramps connecting the HOV lanes of I-5 and SR 16 on the Nalley Valley Viaduct opened in November 2019.[264]
WSDOT broke ground on the longest section of the Tacoma HOV program, spanning 4 miles (6.4 km) from SR 16 to Port of Tacoma Road, in July 2014.[265] The reconstructed section was completed in November 2018 with a new set of collector–distributor lanes,[266] a carriageway for the northbound lanes of I-5 through the I-705 interchange, the replacement of two overpasses, and extended retaining walls for excavated areas.[267][268] WSDOT began the final phase of the project, replacement of the Puyallup River crossing with wider bridges on a straighter alignment, in February 2015.[269][270] The 1,569-foot (478 m) northbound bridge was completed in October 2017 and all traffic was shifted to it beginning in June 2019.[271][272] The southbound bridge was opened to traffic in April 2022 and the HOV lanes were fully opened from Fife to SR 16 in late August.[273][274]
The 2003 and 2005 gas tax programs also funded improvements to I-5 in areas outside of the central Puget Sound region, including $322 million for lane expansions on a 18-mile (29 km) corridor in Lewis and Thurston counties.[275][276] The existing four-lane section from US 12 in Grand Mound to SR 121 in Maytown gained a third lane in each direction that opened in November 2010 at a cost of $61.5 million.[277] The following year, the six-lane section was extended south by four miles (6.4 km) to Blakeslee Junction near Centralia. Widening of the eight-mile (13 km) section through Centralia to six lanes was completed in 2016 and also included the addition of collector–distributor lanes, three reconstructed interchanges, and flood control measures.[275][278] A 20-mile (32 km) section of the freeway from Chehalis to Grand Mound had closed for four days during December 2007 floods that covered the roadway in 10 feet (3.0 m) of water from the Chehalis River.[279][280]
WSDOT was also allocated funding from the 2003 and 2005 packages to repair bridges on I-5 and add
Incidents and closures
On May 23, 2013, the northernmost span of the
A section of I-5 was closed for several hours on December 18, 2017, after an Amtrak Cascades passenger train
The Seattle section of I-5 has been the site of several large protests and demonstrations since its construction.[294] A demonstration against the U.S. invasion of Cambodia at the University of Washington on May 5, 1970, held in response to the Kent State shootings, culminated in 5,000 protesters marching onto the Ship Canal Bridge en route to Downtown Seattle.[295] An attempted protest on the freeway the following day was stopped by local police and state troopers armed with tear gas and clubs. The city government sanctioned a march in the express lanes on May 8 that was attended by 15,000 people as other protests continued for several days.[296][297] The 1999 WTO Conference protests included minor disruptions to I-5 traffic while police blocked access from ramps in Downtown Seattle.[298] Several Black Lives Matter protests in 2014, 2016, and 2020 resulted in long nighttime shutdowns of the freeway in Seattle and Olympia.[299][300] The 2020 George Floyd protests included over a month of nightly protests on I-5 with a non-intervention policy implemented by the Washington State Patrol and precautionary closures.[301] The non-intervention policy was suspended after a July 4 incident in which a driver evaded the blockades and struck two protesters on I-5, killing one.[302][303]
Future projects and proposals
Within the Puget Sound region, preservation and maintenance of I-5 is expected to cost $2.5 billion between 2020 and 2040, and substantial rebuilding of the freeway will be required.
The 2015 Connecting Washington transportation funding package included allocations for several major projects on I-5, among them an expansion in the Joint Base Lewis–McChord area and several new and reconstructed interchanges in Lacey and Marysville. Widening of an eight-mile (13 km) section through the military base and neighboring DuPont to eight lanes began in October 2018 and is planned to be completed in 2025;[313] the project also includes reconstruction of several interchanges and accommodations for the adjacent Point Defiance Bypass railroad corridor.[314][315] The SR 510 interchange in Lacey was reconstructed into the state's first diverging diamond interchange, which opened in 2020.[316]
The northbound HOV lane is planned to be extended from Everett to Marysville by late 2024 as part of a $123 million retrofit project that began construction in 2022.[317] It will also include an expansion of the SR 529 interchange in southern Marysville into a full interchange to provide a bypass for a congested railroad crossing on SR 528.[318][319] A new interchange at 156th Street in northern Marysville is planned to open in the late 2020s.[320][321] The Puget Sound Gateway Program, scheduled to be completed in 2028 will include the construction of two interchanges on I-5, at the Port of Tacoma to serve a realigned SR 167 and near SeaTac for an extension of SR 509.[322]
The Vancouver section of I-5 was planned to be rebuilt as part of the Columbia River Crossing program, which would have replaced the six-lane Interstate Bridge with a wider bridge at a cost of approximately $3.4 billion. The northern approach to the bridge would have included a collector–distributor system with a maximum width of 16 lanes. The program was cancelled in 2013 after $175 million had been spent planning because of opposition within the Washington state legislature, but the bridge proposal has been revived several times since.[323] A new panel of legislators from both states was convened in 2018 to study the bridge project, with funding to continue planning work in time for federal deadlines on loan repayment.[324] Oregon and Washington plan to submit an environmental review in 2023 and begin construction in 2025 if funding is found for the project.[325][326] The bridge replacement is expected to cost up to $2.45 billion, while the entire program—including reconstruction of several interchanges and transit improvements—is estimated to cost $5.5 billion to $7.5 billion.[327][328]
Exit list
County | Location | mi[1] | km | Exit | Destinations | Notes |
---|---|---|---|---|---|---|
Columbia River | 0.00 | 0.00 | — | I-5 south – Portland | Continuation into Oregon | |
Interstate Bridge | ||||||
Lewis and Clark Trail – Camas | ||||||
0.45 | 0.72 | 1B | 6th Street – Vancouver City Center, Convention Center | Northbound exit and southbound entrance | ||
1.05 | 1.69 | 1C | SR 501 (Mill Plain Boulevard) – Vancouver City Center, Port of Vancouver | |||
1.58 | 2.54 | 1D | 4th Plain Boulevard | |||
2.35 | 3.78 | 2 | SR 500 east / 39th Street | |||
3.07 | 4.94 | 3 | Northeast Highway 99, Main Street | |||
| 4.36 | 7.02 | 4 | Northeast 78th Street | ||
| 5.39 | 8.67 | 5 | Northeast 99th Street | ||
| 7.24 | 11.65 | 7A | Northeast 134th Street – Washington State University Vancouver | Northbound exit and southbound entrance; southbound exit is via I-205 (exit 36) | |
| 7.47 | 12.02 | 7B | Northeast 139th Street | No southbound exit | |
| 7.50 | 12.07 | 7 | Southbound exit and northbound entrance | ||
| 9.51 | 15.30 | 9 | Northeast 179th Street – Clark County Event Center | ||
| 11.20 | 18.02 | 11 | SR 502 east (Northeast 219th Street) – Battle Ground | ||
Ridgefield | 14.21 | 22.87 | 14 | SR 501 south (Pioneer Street) – Ridgefield | ||
La Center | 16.80 | 27.04 | 16 | Northwest La Center Road – La Center, Cowlitz Reservation | ||
Cowlitz | Woodland | 21.08 | 33.92 | 21 | SR 503 east – Woodland, Cougar | |
22.72 | 36.56 | 22 | Dike Access Road | |||
| 27.70 | 44.58 | 27 | Todd Road – Port of Kalama | ||
Kalama | 29.84– 30.64 | 48.02– 49.31 | 30 | Kalama | ||
| 32.28 | 51.95 | 32 | Kalama River Road | ||
Kelso | 36.97 | 59.50 | 36A | Kelso Drive | No southbound exit | |
36.97 | 59.50 | 36 | Talley Way – Kelso Industrial Area | Signed as exits 36B northbound and 36A southbound | ||
36.97 | 59.50 | 36 | ||||
39.88 | 64.18 | 39 | Lewis and Clark Trail – Kelso | |||
40.77 | 65.61 | 40 | North Kelso Avenue – Lower Columbia College, Long Beach | |||
| 42.73 | 68.77 | 42 | Lexington Bridge Drive | ||
| 46.20 | 74.35 | 46 | Headquarters Road, Pleasant Hill Road | ||
I-5 BL north (Huntington Avenue) – Castle Rock | ||||||
49.91 | 80.32 | 49 | ||||
| 52.72 | 84.84 | 52 | Barnes Drive, Toutle Park Road | ||
Lewis | | 57.41 | 92.39 | 57 | Jackson Highway, Barnes Drive | |
| 59.27 | 95.39 | 59 | SR 506 west – Vader, Ryderwood | ||
| 60.98 | 98.14 | 60 | SR 506 west (Toledo Vader Road) | ||
| 63.49 | 102.18 | 63 | SR 505 – Winlock, Toledo | ||
| 68.48 | 110.21 | 68 | US 12 east – Morton, Yakima | South end of US 12 overlap | |
Napavine | 71.12 | 114.46 | 71 | SR 508 east – Napavine, Onalaska | ||
72.85 | 117.24 | 72 | Rush Road | |||
Chehalis | 74.78 | 120.35 | 74 | Labree Road | ||
76.62 | 123.31 | 76 | 13th Street | |||
78.04 | 125.59 | 77 | SR 6 west – Pe Ell, Raymond | |||
79.15 | 127.38 | 79 | Chamber Way | |||
Centralia | 81.74 | 131.55 | 81 | SR 507 north (Mellen Street) – Centralia City Center | Southbound access is via exit 82 | |
82.80 | 133.25 | 82 | Harrison Avenue, Factory Outlet Way | |||
Thurston | | 88.40 | 142.27 | 88 | US 12 west – Aberdeen, Tenino | North end of US 12 overlap |
| 95.28 | 153.34 | 95 | SR 121 north – Littlerock, Maytown | ||
Tumwater | 99.35 | 159.89 | 99 | SR 121 south (93rd Avenue Southwest) | ||
101.37 | 163.14 | 101 | Tumwater Boulevard – Olympia Regional Airport | |||
102.86 | 165.54 | 102 | Trosper Road – Black Lake | |||
104.05 | 167.45 | 103 | Deschutes Way, 2nd Avenue | No southbound entrance | ||
104.39 | 168.00 | 104 | US 101 north – Aberdeen, Port Angeles | |||
Olympia | 105.52 | 169.82 | 105A | State Capitol, Olympia City Center | Signed as exit 105 northbound | |
105.82 | 170.30 | 105B | Port of Olympia | Signed as exit 105 northbound | ||
107.52 | 173.04 | 107 | Pacific Avenue | |||
108.46 | 174.55 | 108A | Sleater–Kinney Road south | No northbound entrance; signed as exit 108 southbound | ||
108.46 | 174.55 | 108B | Sleater–Kinney Road north | No northbound entrance; southbound exit is via exit 109 | ||
108.96 | 175.35 | 108C | College Street | Northbound exit only | ||
Lacey | 109.19 | 175.72 | 109 | Martin Way | ||
112.01 | 180.26 | 111 | SR 510 east (Marvin Road) – Yelm | |||
| 114.36 | 184.04 | 114 | Nisqually | ||
Pierce | | 116.77 | 187.92 | 116 | Mounts Road – Old Nisqually | |
DuPont | 118.02 | 189.93 | 118 | Center Drive – DuPont City Center | ||
119.07 | 191.62 | 119 | Steilacoom–DuPont Road | |||
Joint Base Lewis–McChord | 120.93 | 194.62 | 120 | 41st Division Drive – Joint Base Lewis–McChord | ||
Lakewood | 122.74 | 197.53 | 122 | Berkeley Street | ||
123.64 | 198.98 | 123 | Thorne Lane | |||
124.70 | 200.69 | 124 | Gravelly Lake Drive | |||
125.92 | 202.65 | 125 | Bridgeport Way – McChord Field | |||
127.54 | 205.26 | 127 | SR 512 east / South Tacoma Way – Puyallup | |||
| 128.98 | 207.57 | 128 | South 84th Street | Southbound exit is via exit 129 | |
Tacoma | 129.65 | 208.65 | 129 | South 72nd Street, South 74th Street, South 84th Street | ||
130.75 | 210.42 | 130 | South 56th Street, Tacoma Mall Boulevard – University Place | |||
131.89 | 212.26 | 132 | SR 16 west (South 38th Street) – Gig Harbor, Bremerton, Tacoma Mall | |||
133.76 | 215.27 | 133 | I-705 north / SR 7 south (38th Street) / East 26th Street – Tacoma City Center | |||
134.93 | 217.15 | 134 | Portland Avenue | Southbound exit is via exit 135 | ||
135.09 | 217.41 | 135 | SR 167 north – Puyallup | |||
Fife | 136.15 | 219.11 | 136 | 20th Street East – Port of Tacoma | Signed as exits 136A (20th Street) and 136B (Port of Tacoma) northbound | |
137.51 | 221.30 | 137 | SR 99 north (54th Avenue East) – Fife | |||
King | Federal Way | 142.06 | 228.62 | 142 | SR 18 (South 348th Street) – Auburn | Signed as exits 142A (east) and 142B (west) northbound |
143.89 | 231.57 | 143 | South 320th Street – Federal Way | |||
144.08 | 231.87 | ♦ | South 317th Street | HOV only | ||
Kent | 146.87 | 236.36 | 147 | South 272nd Street | ||
149.23 | 240.16 | 149 | SR 516 – Kent, Des Moines | |||
SeaTac | 150 | SR 509 Toll north / 24th Avenue South | Northbound exit and southbound entrance; under construction | |||
151.24 | 243.40 | 151 | Military Road, South 200th Street | |||
152.32 | 245.14 | 152 | South 188th Street, Orillia Road South | |||
Tukwila | 154.19 | 248.14 | 153 | Southcenter Parkway – Tukwila, Southcenter Mall | Northbound exit and southbound entrance | |
154.46 | 248.58 | 154A | SR 518 west – Sea-Tac Airport, Burien | Signed as exit 154B southbound | ||
154.46 | 248.58 | 154B | I-405 north – Bellevue, Renton | Signed as exit 154A southbound | ||
154.71 | 248.98 | 154B | Southcenter Boulevard – Southcenter Mall | Southbound exit and northbound entrance via Klickitat Drive | ||
156.00 | 251.06 | 156 | SR 599 north / Interurban Avenue – Tukwila | Split into two interchanges with some movements requiring the use of an interchange on SR 599. | ||
157.40 | 253.31 | 157 | M. L. King Way ) | No northbound exit to eastbound SR 900; no southbound entrance from westbound SR 900 | ||
158.07 | 254.39 | 158 | Boeing Access Road, East Marginal Way, Airport Way | |||
Seattle | 161.27 | 259.54 | 161 | Swift Avenue, Albro Place | ||
161.37– 161.60 | 259.70– 260.07 | 162 | Corson Avenue, Michigan Street | |||
163.03 | 262.37 | 163A | Columbian Way, West Seattle Bridge, Spokane Street – Lumen Field, T-Mobile Park | Signed as exit 163 northbound | ||
163.54 | 263.19 | 163B | Forest Street, 6th Avenue South | Southbound exit only | ||
164.33 | 264.46 | 164 | Airport Way | Southbound exit only | ||
164.55 | 264.82 | 164A | I-90 east – Bellevue, Spokane | Signed as exit 164 southbound; I-90 exits 2A-B eastbound, 2B-C westbound | ||
164.55 | 264.82 | 164B | 4th Avenue South, Airport Way, E. Martinez Drive (to SR 519) – Ferries | Signed as exit 164 southbound | ||
164.68 | 265.03 | 164 | Dearborn Street | Signed as exit 164A northbound; no southbound entrance | ||
165.35 | 266.11 | — | Express Lanes | Northbound exit and southbound entrance | ||
165.38 | 266.15 | 165A | James Street | Signed as exit 164A northbound | ||
165.63 | 266.56 | 164A | Madison Street – Convention Center | Northbound exit only | ||
165.75 | 266.75 | 165 | Seneca Street | Northbound exit and southbound entrance | ||
165.81 | 266.85 | 165B | Union Street | Southbound exit and northbound entrance | ||
166.26 | 267.57 | 166 | Olive Way | Northbound exit and entrance | ||
166.42 | 267.83 | 166 | Stewart Street, Denny Way | Southbound exit and entrance | ||
166.97 | 268.71 | 167 | Mercer Street – Seattle Center | |||
167.73 | 269.94 | 168A | Lakeview Boulevard | Northbound exit and southbound entrance | ||
168.12 | 270.56 | 168B | SR 520 – Bellevue, Kirkland | |||
168.18 | 270.66 | 168A | Boylston Avenue, Roanoke Street | Southbound exit and northbound entrance | ||
168.40– 169.07 | 271.01– 272.09 | Ship Canal Bridge | ||||
169.44 | 272.69 | 169 | Northeast 45th Street | |||
169.69 | 273.09 | 169 | Northeast 50th Street | |||
170.31 | 274.09 | 170 | Ravenna Boulevard, Northeast 65th Street | Northbound exit and southbound entrance | ||
170.70 | 274.72 | 171 | Northeast 71st Street, Northeast 65th Street | Southbound exit and northbound entrance | ||
170.87 | 274.99 | 171 | SR 522 (Lake City Way) – Bothell | Northbound exit and southbound entrance | ||
171.56 | 276.10 | 172 | North 85th Street to Aurora Avenue North (SR 99), Northeast 80th Street | |||
172.58 | 277.74 | — | Express Lanes | Southbound exit and northbound entrance | ||
172.82 | 278.13 | 173 | Northgate Way, 1st Avenue Northeast | |||
173.89 | 279.85 | 174 | Northeast 130th Street, Roosevelt Way | Northbound exit and southbound entrance | ||
Seattle–Shoreline city line | 174.64 | 281.06 | 175 | SR 523 (Northeast 145th Street) / 5th Avenue Northeast | ||
Shoreline | 175.58 | 282.57 | ♦ | Metro Transit Base | Buses and transit vehicles only | |
176.19 | 283.55 | 176 | Northeast 175th Street – Shoreline | |||
King–Snohomish county line | Shoreline–Mountlake Terrace city line | 177.81 | 286.16 | 177 | SR 104 – Edmonds, Lake Forest Park | |
Snohomish | Mountlake Terrace | 178.33 | 286.99 | 178 | 236th Street Southwest – Mountlake Terrace | Northbound exit and southbound entrance |
179.35 | 288.64 | 179 | 220th Street Southwest – Mountlake Terrace | |||
Lynnwood | 180.69 | 290.79 | ♦ | 46th Avenue West (Lynnwood Park & Ride) | HOV only | |
180.77 | 290.92 | 181A | To SR 524 / 44th Avenue West – Lynnwood | Northbound exit and southbound entrance | ||
181.59 | 292.24 | 181B | SR 524 (196th Street Southwest) / Alderwood Mall Parkway – Lynnwood | Signed as exit 181 southbound | ||
| 182.67 | 293.98 | 182 | I-405 south – Renton, Bellevue | ||
| SR 525 north to SR 99 – Mukilteo | Northbound exit and southbound entrance | ||||
| 183.96 | 296.05 | 183 | 164th Street Southwest | ||
| 184.21 | 296.46 | ♦ | Ash Way | Northbound exit and southbound entrance (buses only) | |
| 186.49 | 300.13 | 186 | SR 96 east / 128th Street Southwest – Paine Field | ||
Everett | 187.80 | 302.23 | ♦ | 112th Street Southeast – S. Everett Park & Ride | HOV only | |
189.37 | 304.76 | 189 | Whidbey Island Ferry, Paine Field | |||
192.51 | 309.81 | ♦ | Broadway | Northbound exit southbound entrance (HOV only) | ||
192.72 | 310.15 | 192 | 41st Street (to Evergreen Way), Broadway | |||
193.69 | 311.71 | 193 | Everett City Center | Northbound exit and southbound entrance | ||
193.98 | 312.18 | 194 | US 2 east – Snohomish, Wenatchee | |||
194.08 | 312.34 | 194 | Everett City Center | Southbound exit and northbound entrance | ||
194.87 | 313.61 | 195 | Marine View Drive – Port of Everett | Northbound exit and southbound entrance | ||
Marysville | 198.33 | 319.18 | 198 | SR 529 south / North Broadway – Port of Everett | Southbound exit and northbound entrance | |
Tulalip | ||||||
200.84 | 323.22 | 200 | 88th Street Northeast, Quil Ceda Way | |||
202.52 | 325.92 | 202 | 116th Street Northeast | |||
Marysville–Arlington city line | 206.13 | 331.73 | 206 | SR 531 (172nd Street Northeast) | ||
Arlington | 208.72 | 335.90 | 208 | SR 530 east – Arlington, Darrington | ||
| 210.36 | 338.54 | 210 | 236th Street Northeast | ||
| 212.71 | 342.32 | 212 | SR 532 west – Stanwood, Camano Island | ||
| 215.09 | 346.15 | 215 | 300th Street Northwest | ||
Skagit | | 218.61 | 351.82 | 218 | Starbird Road | |
| 221.13 | 355.87 | 221 | SR 534 east – Lake McMurray | ||
| 224.00 | 360.49 | 224 | Old Highway 99 South | Northbound exit and southbound entrance | |
Mount Vernon | 225.19 | 362.41 | 225 | Anderson Road | ||
226.45 | 364.44 | 226 | SR 536 west (Kincaid Street) | |||
227.79 | 366.59 | 227 | SR 538 east (College Way) | |||
Burlington | 228.93 | 368.43 | 229 | George Hopper Road | ||
230.20 | 370.47 | 230 | SR 20 – Burlington, Anacortes | |||
231.27 | 372.19 | 231 | SR 11 north (Chuckanut Drive) – Bow, Edison, Burlington | |||
| 232.89 | 374.80 | 232 | Cook Road – Sedro-Woolley | ||
| 236.45 | 380.53 | 236 | Bow Hill Road – Bow, Edison | ||
| 240.99 | 387.84 | 240 | Alger | ||
Whatcom | | 242.92 | 390.94 | 242 | Nulle Road – South Lake Samish | |
| 246.30 | 396.38 | 246 | North Lake Samish | ||
Bellingham | 250.79 | 403.61 | 250 | SR 11 south (Old Fairhaven Parkway, Chuckanut Drive) – Alaska Marine Highway | ||
252.14 | 405.78 | 252 | Samish Way – Western Washington University | |||
253.03 | 407.21 | 253 | Lakeway Drive | |||
253.85 | 408.53 | 254 | Iowa Street, Ohio Street, State Street | |||
254.88 | 410.19 | 255 | Mt. Baker | |||
256.27 | 412.43 | 256 | SR 539 north (Meridian Street) / Bellis Fair Mall – Lynden | Signed as exits 256A (SR 539) and 256B (Bellis Fair Mall Parkway) northbound | ||
257.04 | 413.67 | 257 | Northwest Avenue | |||
257.72 | 414.76 | 258 | Bakerview Road – Bellingham International Airport | |||
Ferndale | 260.19 | 418.74 | 260 | Slater Road – Lummi Island | ||
262.63 | 422.66 | 262 | Main Street – Ferndale City Center | |||
263.52 | 424.09 | 263 | Portal Way | |||
266.04 | 428.15 | 266 | SR 548 north (Grandview Road) – Custer | |||
| 270.30 | 435.01 | 270 | Birch Bay, Lynden | ||
Semiahmoo | Northbound exit and southbound entrance | |||||
275.21 | 442.91 | 275 | Pacific Border Crossing (Truck Customs) | Northbound exit and southbound entrance | ||
276.26 | 444.60 | 276 | Peace Arch State Park | |||
276.62 | 445.18 | Canada – United States border at Peace Arch Border Crossing | ||||
— | Vancouver | Continuation into British Columbia | ||||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi
|
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- ^ Gutman, David (April 17, 2017). "I-5 repaving starts this week: 3 years, 22 miles, 'some rough commutes'". The Seattle Times. Retrieved July 13, 2020.
- ^ "Revive I-5: Preserving the freeway". Washington State Department of Transportation. Archived from the original on July 14, 2020. Retrieved July 13, 2020.
- ^ "I-5/Yesler Way to NE 117th St. – Pavement, Deck, and Expansion Joints". Washington State Department of Transportation. Retrieved September 19, 2022.
- ^ "Lynnwood Link Extension" (PDF). Sound Transit. September 2018. Retrieved September 11, 2018.
- ^ "Sound Transit Board identifies preferred alternative for light rail extension to Kent/Des Moines, Federal Way" (Press release). Sound Transit. July 23, 2015. Retrieved September 11, 2018.
- ^ Lindblom, Mike (September 26, 2018). "I-5 will add a 5th express lane to serve future Eastside-South Lake Union bus routes". The Seattle Times. Retrieved September 26, 2018.
- ^ Lindblom, Mike (November 16, 2022). "A crumbling Highway 520 ramp support needs a do-over". The Seattle Times. Retrieved November 23, 2022.
- ^ Ocker, Kenny (September 30, 2018). "WSDOT is going to add lanes to Interstate 5 near JBLM. What's the catch?". The News Tribune. Tacoma, Washington. Retrieved July 14, 2020.
- ^ Schrader, Jordan (August 29, 2015). "Wider I-5 — along with years of worse congestion — coming to JBLM area". The News Tribune. Tacoma, Washington. Retrieved July 13, 2020.
- ^ McKay, Bud (September 1, 2018). "Interstate 5 widening project by JBLM moves into stage 2". U.S. Army. Retrieved July 14, 2020.
- ^ Boone, Rolf (August 3, 2020). "Long awaited 'diverging diamond' interchange opens in Lacey". The Olympian. Retrieved August 3, 2020.
- ^ Watanabe, Ben (May 28, 2023). "$123M project starting on Highway 529 interchange, I-5 HOV lane". The Everett Herald. Retrieved June 8, 2023.
- ^ Watanabe, Ben (March 2, 2023). "Work on I-5 HOV lane from Everett to Marysville starts next week". The Everett Herald. Retrieved March 2, 2023.
- ^ Winters, Chris (February 7, 2015). "New I-5 interchange planned for Marysville". The Everett Herald. Retrieved September 11, 2018.
- ^ "State plans new I-5 interchange near Smokey Point". The Everett Herald. October 19, 2015. Retrieved October 6, 2018.
- ^ "Connecting Washington". Washington State Department of Transportation. Retrieved September 11, 2018.
- ^ Peterson, Josephine (June 22, 2020). "Federal funding for construction on highways 167 and 509 aims to reduce local traffic". The News Tribune. Retrieved July 10, 2020.
- ^ Hernton, Hal (July 1, 2013). "State Senate deadlock kills Columbia Crossing". The Seattle Times. Archived from the original on September 12, 2018. Retrieved September 11, 2018.
- ^ Mize, Jeffrey (October 13, 2019). "New I-5 Bridge project: Here we go, again...again". The Columbian. Retrieved July 7, 2020.
- ^ Seekamp, William (July 21, 2022). "I-5 Bridge Replacement Program moves into environmental review phase". The Columbian. Retrieved February 1, 2023.
- ^ Theen, Andrew (September 24, 2019). "Oregon and Washington: We'll start building a new Interstate Bridge by 2025". The Oregonian. Retrieved July 7, 2020.
- ^ Seekamp, William (February 27, 2023). "Up to $2.45 billion of I-5 Bridge project budget will go to actual replacement". The Columbian. Retrieved March 1, 2023.
- ^ Seekamp, William (December 9, 2022). "New I-5 Bridge cost: Likely $6 Billion". The Columbian. Retrieved December 10, 2022.
External links
- Media related to Category:Interstate 5 in Washington (state) at Wikimedia Commons
- Interstate 5 at Highways of Washington State
- Interstate 5 at AARoads
- Interstate 5 at WSDOT