What did Everett approve for the Broadway pedestrian bridge? On April 23, 2026, the Everett City Council approved a $3.1 million contract with engineering and planning consultancy Kimley-Horn to design a pedestrian bridge over Broadway in north Everett. The bridge will connect Everett Community College’s main campus to the Learning Resource Center on the east side of Broadway, with a connection that also serves the WSU Everett campus. The design is expected to be complete by the end of 2028. The bridge will likely be located just north of 10th Street.

There is a six-lane road in north Everett called Broadway that thousands of college students cross every weekday — most of them on foot, most of them on a tight schedule between classes, almost all of them at street level with cars. On April 23, the Everett City Council took the first step toward fixing that.

The council approved a $3.1 million contract with engineering firm Kimley-Horn to design a pedestrian bridge over Broadway connecting Everett Community College’s main campus to the Learning Resource Center, the campus library and study building that sits across the road on the east side. The same bridge will also tie into the WSU Everett campus, which shares the same general area on Broadway just north of downtown.

This is one of those projects that does not get covered the way a stadium vote or a waterfront groundbreaking gets covered, but that quietly shapes daily life for thousands of Everett residents. We watched the contract approval and dug into the scope to figure out what is actually being built and on what timeline.

What the $3.1 million does, and what it does not do

The first thing to understand about the April 23 vote is that it does not build a bridge. It pays for the design of a bridge.

The $3.1 million contract with Kimley-Horn — a national engineering and planning firm with a Northwest office — covers the design phase only. That includes the structural engineering, the architecture, the geotechnical work, the traffic analysis, the utility coordination, the permitting work, the public outreach process, and the construction documents that a future contractor will need to actually build the structure.

A pedestrian bridge over a six-lane arterial like Broadway is not a small piece of engineering. It has to clear traffic with adequate vertical clearance, accommodate emergency vehicle heights, meet ADA accessibility requirements end to end, handle Pacific Northwest weather and seismic loading, and connect cleanly to existing pedestrian paths on both campuses. Kimley-Horn’s contract covers all of that work.

The design phase is expected to wrap up at the end of 2028. That is the realistic timeline for a piece of infrastructure of this complexity, and it accounts for the public engagement, environmental review, and permit process that has to happen before construction can be put out to bid.

Once the design is complete, a separate council vote will approve the construction contract. That is a different ordinance, a different price tag, and a different timeline — and right now the city has not announced a target construction start date or estimated total cost for the build.

Why a bridge here, specifically

Everett Community College is one of the larger institutions in the city by daily population. The main campus sits on the west side of Broadway between roughly 22nd Street and Tower Street. The Learning Resource Center — which houses much of the library, study, and student services functions — is on the east side of Broadway. The WSU Everett campus sits in the same area, sharing facilities and a daily student population with EvCC.

Today, students moving between buildings cross Broadway at street-level signalized intersections. Broadway in this stretch is a six-lane arterial that carries significant car traffic between north Everett and downtown, and the at-grade crossings introduce real conflicts between pedestrian flow and vehicle movement. During class change times — the 10-minute windows when several thousand students simultaneously try to get from one building to the next — the crossings get crowded, the wait times for cars stack up, and pedestrians and drivers end up in the same intersections under time pressure.

A grade-separated pedestrian bridge eliminates the conflict. Students walk over the road. Cars do not stop. Class change becomes faster, safer, and more predictable for everybody.

The likely location north of 10th Street puts the bridge close to the natural foot traffic between the main campus and the Learning Resource Center. The exact siting will be one of the design phase decisions over the next two and a half years.

Why this fits Everett’s broader pattern

The Broadway pedestrian bridge is part of a noticeable shift in how Everett is thinking about its right-of-way. The city has spent the last several years putting more weight on pedestrian and bike infrastructure as a deliberate policy choice — the new Edgewater Bridge that opens to traffic April 28 includes wide sidewalks and 5-foot bike lanes on each side, the Pacific Avenue Gateway project includes a public art installation at the Pacific entrance from I-5, and the multi-year work on downtown streetscapes has prioritized pedestrian-friendly design over pure vehicle throughput.

The Broadway bridge fits the same pattern. North Everett is one of the densest pedestrian environments in the city — between EvCC, WSU Everett, the residential neighborhoods around them, and the commercial strips on either side of Broadway, this is a part of the city that is genuinely walked. Investing $3.1 million in design now signals that the city is willing to put real capital into making that walkability safer.

It is also a partnership story worth noting. The bridge serves the EvCC and WSU Everett campuses primarily. The design and construction are being led by the city. That kind of city-and-institution coordination is the only way a piece of infrastructure like this gets built — campuses cannot construct in city right-of-way on their own, and the city cannot prioritize a single-purpose pedestrian crossing without a clear partner. The fact that the project moved from concept to a $3.1 million design contract suggests that all the parties involved have aligned on what they want and how to pay for it.

What to watch over the next two and a half years

A few specific things will tell us how this project actually evolves between now and the end of 2028.

Watch the public engagement process. The city and Kimley-Horn will run multiple rounds of public input on the bridge design — siting, aesthetics, lighting, public art elements, how it connects to existing pedestrian paths, how it handles weather. Students, faculty, neighbors, and broader Everett residents will all have a chance to weigh in. The dates and meeting formats will be posted on the city’s project page as they firm up.

Watch the alignment selection. Kimley-Horn will likely produce two to four candidate alignment options early in the design process. The exact location north of 10th Street, the angle of the bridge, the column placement and the connection points to existing campus paths are all decisions that will be made publicly. Each option has trade-offs around cost, traffic disruption during construction, sightlines, and how cleanly it ties into existing buildings.

Watch the construction cost estimate when it lands. The $3.1 million is design only. The construction estimate will not be public until the design phase produces a real, biddable scope — likely in late 2027 or 2028. When it does land, it will be the number that determines whether the bridge actually moves to construction or whether the project stalls for funding reasons. Pedestrian bridges over six-lane arterials are not cheap, and the city will need to decide where the construction money comes from.

Watch what happens to the on-the-ground experience for EvCC and WSU Everett students between now and the end of 2028. The bridge does not exist yet, and will not for several more years. In the meantime, signal timing improvements, crosswalk markings, and other interim safety measures at the existing at-grade crossings are within the city’s reach right now. The Broadway pedestrian bridge is the long-term answer. Better at-grade crossings are the bridge between now and the bridge.

The honest read

This is the kind of city-shaping decision that does not move the news cycle but moves a piece of the city. By the end of 2028, north Everett will have a fully designed pedestrian bridge over one of its busiest arterials, ready to put out to bid. By some point in the early 2030s, depending on construction funding and timing, that bridge will be carrying students between EvCC’s two main building groups every weekday.

For a $3.1 million design vote that did not make a single regional headline, that is a meaningful piece of how the city actually changes over the next decade.

Frequently Asked Questions

What did the Everett City Council approve on April 23, 2026?

The Everett City Council approved a $3.1 million contract with engineering consultancy Kimley-Horn to design a pedestrian bridge over Broadway in north Everett. The contract covers the design phase only — including engineering, permitting, public engagement, and construction documents. A separate future council vote will be needed to approve the construction contract.

Where will the Broadway pedestrian bridge be located?

The bridge will likely be located just north of 10th Street on Broadway, connecting Everett Community College’s main campus on the west side of Broadway to the Learning Resource Center on the east side. The bridge will also connect to the WSU Everett campus, which shares the same area. The exact siting will be determined during the design phase.

When will the Broadway pedestrian bridge be built?

The design phase is expected to be complete by the end of 2028. After design is finalized, the city will need to put the construction phase out to bid and approve a separate construction contract. A specific construction start date and overall project completion date have not yet been announced.

Who is designing the bridge?

Kimley-Horn, a national engineering and planning consultancy, was awarded the $3.1 million design contract by the Everett City Council on April 23, 2026.

Why does Everett need a pedestrian bridge over Broadway?

Broadway in this stretch is a six-lane arterial carrying significant traffic between north Everett and downtown. Today, students moving between Everett Community College’s main campus and the Learning Resource Center on the east side of the road cross at street-level signalized intersections. A grade-separated pedestrian bridge eliminates the conflict between pedestrians and vehicles and improves safety and flow during class change times.

How much will the Broadway pedestrian bridge cost in total?

The $3.1 million approved on April 23 covers only the design phase. The construction cost estimate will not be public until the design phase produces a biddable scope, likely in late 2027 or 2028. Pedestrian bridges over multi-lane arterials are significant infrastructure projects and the construction cost will be set by the design once it is complete.

What about students who need to cross Broadway right now?

The bridge will not exist for several years. In the meantime, EvCC and WSU Everett students continue to cross Broadway at the existing signalized intersections. The city has tools for improving safety at those at-grade crossings — signal timing, crosswalk markings, signage — that are within reach in the near term while the bridge design and construction process plays out.

What is the $113 million Everett pipeline project? On April 2, 2026, the Everett City Council approved a $113 million ordinance funding the construction phase of new combined stormwater and sewer pipes plus a 48-inch water main replacement along West Marine View Drive, from the Grand Avenue Bridge in the north down to Hewitt Avenue in the south. The pipes will feed the planned $200 million-plus Port Gardner Storage Facility, a state-mandated combined sewer overflow project that will temporarily hold excess stormwater so it can be treated rather than dumped into Port Gardner Bay or the Snohomish River.

There is a kind of Everett project that does not get a ribbon cutting and does not show up on most people’s mental map of the city, but that quietly determines what the waterfront looks like, smells like, and is allowed to be used for. Combined sewer overflows are at the top of that list. And on April 2, the Everett City Council voted to spend $113 million on the largest single piece of infrastructure addressing them in years.

We have been watching this one for months because the dollar figure is enormous, the construction footprint runs along one of the most-driven roads in the city, and the underlying problem — sewage and stormwater dumping into Port Gardner Bay during heavy rains — is something the state has ordered Everett to fix on a schedule that does not move.

Here is what the council actually approved, and what it means for the city.

What the $113 million buys

The ordinance allocates $113 million to the construction phase of new water, stormwater, and sewer pipelines along West Marine View Drive. The route runs from the Grand Avenue Bridge at the north end of the corridor down to Hewitt Avenue in the south — that is the entire length of the waterfront frontage road that connects the north end of the city to the downtown waterfront, the marina, and the port.

Inside that corridor, the project includes:

• A new combined stormwater and sewer pipe sized to carry significantly more flow than the existing system
• Replacement of an existing 48-inch water main that runs along the same corridor
• The connections needed to tie the new pipes into the upstream Port Gardner Storage Facility, which is the catchment basin the new pipes feed

The pipe work itself is the visible part. The whole point of the pipe work is to feed the Port Gardner Storage Facility, which is a separate, much larger project — currently estimated at more than $200 million — that will hold excess flows during heavy rain events and meter them out for treatment instead of letting them overflow into the bay.

The $113 million pipeline is the connective tissue. Without it, the storage facility is a giant tank with no way to fill it.

Why the state is making Everett build this

Combined sewer systems are an artifact of the way American cities built their underground infrastructure between roughly 1880 and 1950. In a combined system, stormwater and sanitary sewer share the same pipe. On a normal day that works fine. During a heavy rain, the system gets overwhelmed, and the pipes do what they were designed to do as a safety valve — they overflow at designated points, sending a mix of rainwater and untreated wastewater into the nearest body of water.

In Everett, those nearest bodies of water are Port Gardner Bay and the Snohomish River.

The Washington Department of Ecology has been requiring cities with combined sewer systems to reduce their overflow events for decades. Everett’s combined sewer overflow reduction program has been ratcheting down the number of allowed overflow events year by year. The Port Gardner Storage Facility — and the pipes that feed it — is the city’s response to the most recent compliance requirements.

This is not an optional project. The state has ordered it. The schedule is enforceable. The $113 million spend is the price of that compliance.

Where the money is coming from

This is the part that often gets lost in the headline. The $113 million does not come out of Everett’s general fund. It cannot be used for parks, police, libraries, or anything else the city’s general budget covers.

The money comes from the city’s water and sewer utility fund. That fund is fed by what residents and businesses pay on their water and sewer bills. It is legally restricted to water and sewer system uses, which is exactly what this project is.

What that means in practice is that the pressure point for ratepayers is not now — the funds for this construction phase are being drawn from existing utility reserves and previously authorized borrowing — but over the long term as the utility recapitalizes those reserves through future rate decisions. Everett residents have already seen incremental increases in their water and sewer bills tied to the broader combined sewer overflow program over the last several years. This $113 million approval is consistent with the trajectory the utility has been on.

It is also separate from the proposed utility tax increase that has been moving through council on a different track. That is general fund money. This is restricted utility fund money. Two different conversations, both important, easy to confuse.

What construction looks like on the ground

If you drive West Marine View Drive — the frontage road that connects the north end of the city, past the Naval Station gates, down past Legion Park and toward downtown — you are going to spend a lot of time over the next two years driving past construction.

The pipe corridor runs underneath that road. Trenching a 42-inch combined pipe and replacing a 48-inch water main means digging significant sections of the right-of-way, staging materials, and managing traffic through a corridor that already carries Naval Station traffic, marina traffic, downtown commuters, and freight to the port.

The city’s public works department has not yet released the full lane closure schedule for the West Marine View work tied to this approval, but the size of the spend and the length of the corridor make it almost certain that residents in north Everett, port users, and Naval Station personnel will see real impacts on their commutes once construction mobilizes.

The Pacific Avenue pipeline work — a separate but related $1,000 linear foot, 42-inch pipe project between Pine Street and Chestnut Street that is scheduled to begin in summer 2026 — adds to the picture downtown. Together, these are the largest underground infrastructure projects the city has had in motion at one time in years.

Why this matters beyond plumbing

A few reasons this is worth paying attention to even if the words “combined sewer overflow” make your eyes glaze over.

First, water quality. Every overflow event that does not happen is wastewater that does not enter Port Gardner Bay. The Port Gardner shoreline is the single most-used recreation corridor in the city — Howarth Park, Jetty Island, the marina promenade, the swimming and paddling that families do at the waterfront. Cleaner water there is a public health and quality-of-life issue, not just a regulatory checkbox.

Second, the waterfront economy. The Port of Everett’s $1 billion Waterfront Place redevelopment, the Millwright District buildout, the new restaurants and apartments and the planned hotel expansion — all of it depends on Port Gardner Bay being a clean, swimmable, fishable waterfront. Combined sewer overflows are the single biggest threat to that economic story. The state knows it. The port knows it. The city knows it. The $113 million pipeline is part of the long unsexy work of protecting the asset that everything else is built around.

Third, regulatory exposure. If Everett misses the state’s compliance schedule on combined sewer overflow reduction, the consequences are not abstract. Cities that fall behind on Ecology’s CSO orders face escalating enforcement actions, mandated additional spending under tighter timelines, and in extreme cases consent decrees that take spending decisions out of local hands entirely. Spending $113 million on a pipeline now is much less expensive than the alternatives a few years down the road.

What to watch

Three things to keep an eye on as this project moves into construction.

Watch the construction schedule and lane closure announcements for West Marine View Drive. The city will publish them on its public works project page as they firm up. North Everett residents and Naval Station commuters in particular will want to plan around them.

Watch the Port Gardner Storage Facility procurement and construction milestones. The pipe project is feeding a much larger storage facility, and the two have to land on a coordinated timeline for either to function. The storage facility is the bigger spend, the longer construction window, and the project that will most determine when Everett actually achieves its compliance targets.

Watch the long-term utility rate trajectory. This $113 million is funded from existing utility reserves and authorized debt, but the cumulative cost of the city’s combined sewer overflow program — across this project, the storage facility, the Pacific Avenue work, and other planned upgrades — will eventually show up in water and sewer rates in the years ahead.

The pipeline goes in the ground. The water gets cleaner. The waterfront keeps growing. That is the deal Everett is signing up for, and on April 2 the council put $113 million behind it.

Frequently Asked Questions

What did the Everett City Council approve on April 2, 2026?

The Everett City Council voted to allocate $113 million to the construction phase of new combined stormwater and sewer pipes, along with the replacement of an existing 48-inch water main, running along West Marine View Drive from the Grand Avenue Bridge in the north to Hewitt Avenue in the south.

What is the Port Gardner Storage Facility?

The Port Gardner Storage Facility is a planned, more than $200 million city-built underground tank designed to temporarily hold excess flows from Everett’s combined sewer system during heavy rain events, so the wastewater can be treated rather than overflow into Port Gardner Bay. The $113 million pipeline project will carry flows to the storage facility.

Why does Everett have combined sewer overflows?

Like many older American cities, Everett’s underground infrastructure includes a combined sewer system where stormwater and sanitary sewer flow through the same pipes. During heavy rain events, the pipes can be overwhelmed and overflow at designated points into the nearest body of water — in Everett’s case, Port Gardner Bay and the Snohomish River. The Washington Department of Ecology requires cities with combined sewer systems to reduce these overflow events on a state-enforced compliance schedule.

Who pays for the $113 million pipeline project?

The $113 million comes from the city’s water and sewer utility fund, which is funded by what residents and businesses pay on their water and sewer bills. Utility funds are legally restricted to water and sewer system uses and cannot be redirected to general government services like parks, police, or libraries.

Will this project affect my commute?

Construction will require significant trenching along West Marine View Drive, which is the frontage road between north Everett and the downtown waterfront. The city has not yet released the full lane closure schedule, but the size and length of the corridor make traffic impacts likely for north Everett residents, marina and port users, and Naval Station commuters once construction mobilizes.

Is this related to the Pacific Avenue pipeline project?

The two projects are part of the same broader combined sewer overflow program but are technically separate. The Pacific Avenue Pipeline Improvements project is a roughly 1,000 linear foot, 42-inch pipe between Pine Street and Chestnut Street downtown, with construction scheduled to begin in summer 2026. The West Marine View pipeline approved April 2 is a much larger, much longer corridor project on the waterfront frontage road.

When will construction start?

The April 2 approval funded the construction phase of the project. Specific groundbreaking and mobilization timing will be set as the city completes contractor procurement and finalizes lane closure and traffic plans for West Marine View Drive.

What is The Hub @ Everett? The Hub @ Everett is the new name and design for the redeveloped Everett Mall — an outdoor walkable shopping district replacing the former indoor mall, anchored by a planned three-level Topgolf, with Ulta Beauty and At Home moving into the former Sears box. The relocated $2 million Mall Station opened in December 2025, and the broader redevelopment is targeted to open in 2026, though Topgolf’s exact opening date is on hold pending the company’s corporate restructuring.

If you have driven past the Everett Mall in the last six months, you have already noticed it: the old indoor mall is becoming something else. The interior food court is gone, the central building has been carved up, and the walls between the parking lot and the storefronts are coming down. What is going up in its place has a new name — The Hub @ Everett — and a very different idea of what a shopping center is supposed to do in 2026.

We have been watching this one for a while because it is one of the largest physical transformations happening anywhere in the city right now, and it is the rare Everett project that is changing what the south end of town actually looks like — not just adding apartments, but completely rethinking 11 acres at the corner of Everett Mall Way and the Mall Station bus loop.

Here is where things actually stand in April 2026.

The Hub @ Everett, in plain English

The Hub @ Everett is the rebrand and redesign of the former Everett Mall. The owner, Brixton Capital, announced the transformation in August 2022 and has spent the years since working through demolition, permitting, transit relocation, and tenant negotiations.

The big idea is to flip the model. Instead of an indoor mall with everything pointed inward and a parking moat around the outside, The Hub is an outdoor walkable shopping street that runs through the middle of the property. Storefronts open to the sidewalk. Restaurants get patios. The center spine becomes the front door. Brixton’s design team at AD Collaborative described it as turning the mall inside out.

The result is roughly a 20% reduction in overall retail square footage, traded for outdoor walkways, gathering space, restaurant patios, and the new entertainment anchor that is supposed to give the whole district a reason to exist after 8 p.m.

That entertainment anchor is Topgolf.

The Topgolf piece

The Topgolf at The Hub is going up on the southeast side of the property, next to the Regal Cinemas and LA Fitness. The permitted plan is a three-level, 68,000 square foot building with restaurant, bar, event space, and the chain’s signature outfield with electronic targets that golf balls embed RFID tags to score. Everett approved the building permits for the Topgolf project in January 2025.

That is the good news. The complicated news is that the opening date is no longer a sure thing.

Topgolf’s parent company has been working through a corporate restructuring since late 2024 that has affected new construction starts across the country. As of late December 2025, Brixton Capital said publicly that they look “forward to working with them further as they solidify their timing,” which is the polite way of saying nobody has a confirmed opening date for the Everett location. A Topgolf spokesperson confirmed at the same time that the company has no updates to share on the Everett project specifically.

So the permits are in. The site is ready. The financing on the broader Hub project is moving forward. The question is when Topgolf the company is in a position to actually start vertical construction on a 68,000 square foot building in south Everett. That answer has not arrived yet.

What is actually open and moving

While Topgolf waits, the rest of The Hub is not waiting on it. Two big tenant moves are reshaping the rest of the property right now.

The first is Ulta Beauty. The second is At Home. Both are relocating into the former Sears building on the north side of the mall — a 100,000-plus square foot box that has been vacant since Sears closed and that has been the single biggest empty space on the property. Putting two anchor-scale national tenants into that building is the most important leasing event the redevelopment has had to date, because it solves the dead-anchor problem that hollowed out so many American malls in the late 2010s.

The third big move is one most people have already used without thinking about it. Everett Transit’s Mall Station — the bus loop where Everett Transit and Community Transit routes meet on the south side of the property — relocated about 500 feet west of its original location and reopened in December 2025. The City of Everett funded the $2 million station relocation specifically because the old station was sitting on a piece of land that Brixton needed to redevelop. Now riders board from a rebuilt facility, and the redevelopment got the parcel back.

That is the kind of unsexy infrastructure handshake that has to happen before private redevelopment can actually move forward, and the fact that it closed cleanly is one of the reasons the rest of The Hub is on schedule.

Why this matters for Everett’s south end

The Everett Mall has been the center of gravity for retail south of 41st Street for about 45 years. When it opened in 1980, it pulled shoppers from every direction. By the late 2010s, it was doing what almost every American indoor mall has done — bleeding tenants, struggling on Saturday traffic, and watching anchor stores close and not get replaced. Sears, Macy’s, JCPenney — the cycle was familiar.

What is happening at The Hub is the bet that the cure for an old indoor mall is not a slightly nicer indoor mall but a fundamentally different kind of place: an outdoor district with food, entertainment, and walkable retail that gives people a reason to stay for hours instead of running in for one errand.

If that bet works, the practical effect for Everett residents is significant. The Hub sits at one of the most accessible spots in the city — Everett Mall Way, with direct freeway access from I-5 and SR 526, and the relocated Mall Station for transit riders. A redeveloped center with Topgolf, two new anchor tenants, restaurants, and outdoor space puts a real entertainment-and-retail destination on the south end of town for the first time since the original mall’s heyday.

If the bet does not work — if Topgolf’s restructuring drags on, if the outdoor format does not pull Saturday traffic the way Brixton expects — then south Everett gets a partially redeveloped property with empty pad sites for years. That is the version every city in the country is trying to avoid right now with mall redevelopments.

The honest read on the timeline

The original target for The Hub was a 2026 opening for the redeveloped portions, with Topgolf as part of that opening. As of April 2026, the realistic read is more nuanced:

The mall station is open. The non-Topgolf tenant moves are progressing. Ulta and At Home moving into the former Sears is real. The outdoor walkable design is being built out in the central portion of the property. The Topgolf opening is the part that has slipped, and nobody is publicly committing to a new date.

That makes The Hub one of those projects where the headlines and the ground truth are pulling in different directions. The headline version is “mall redevelopment opens in 2026.” The ground truth version is “the mall redevelopment is opening in pieces over the next 18 to 24 months, with the Topgolf piece on its own timeline that depends on a national chain’s restructuring.” Both are true.

What to watch

A few specific things will tell us where The Hub actually lands over the next year:

Watch when Ulta and At Home actually open in the former Sears box. Permits, signage, and hiring announcements are the leading indicators. Both tenants closing the gap between “moving in” and “open for business” is the most important leasing milestone for the redevelopment.

Watch for any movement on the Topgolf vertical construction. Right now the site is permitted and ready. A Topgolf groundbreaking would change the conversation about The Hub immediately. Right now there is silence.

Watch the rest of the central spine. The reason the outdoor walkable design works — or does not — is the smaller restaurants and shops that fill in between the anchors. Brixton has not announced a complete tenant lineup yet for the central walkway portion of the project. Each new lease announcement is a real signal about how attractive the redevelopment is to mid-size national and regional tenants.

We will keep watching. The Hub @ Everett is one of those projects where the version of south Everett that exists in 2030 is going to be meaningfully different depending on how this redevelopment lands. Worth paying attention to.

Frequently Asked Questions

Where is The Hub @ Everett located?

The Hub @ Everett is the redevelopment of the former Everett Mall at 1402 SE Everett Mall Way in south Everett, on roughly 11 acres at the intersection of Everett Mall Way and the relocated Mall Station bus loop.

Is the old Everett Mall closed?

Parts of the original indoor mall have been demolished as part of the redevelopment, including the central food court area. Some existing tenants are still operating, and others — including Ulta Beauty and At Home — are relocating to the former Sears building as the new outdoor walkable design is built out around them.

When will Topgolf in Everett open?

The City of Everett approved the building permits for the three-level, 68,000 square foot Topgolf in January 2025. As of April 2026, Topgolf has not announced a confirmed opening date. The chain’s parent company is working through a corporate restructuring that has affected new construction starts nationally, and Brixton Capital — the mall’s owner — has said publicly that the timing is still being worked out.

What is replacing the old Sears at the Everett Mall?

Ulta Beauty and At Home are relocating into the former Sears building on the north side of The Hub @ Everett. Putting two national anchor-scale tenants into that space is the biggest leasing event the redevelopment has had to date.

Why was the Mall Station moved?

Everett Transit’s Mall Station was relocated about 500 feet west of its original location to clear the parcel for Brixton Capital’s redevelopment. The new $2 million station opened in December 2025 and serves Everett Transit and Community Transit routes.

Who owns the Everett Mall?

The Everett Mall is owned by Brixton Capital, a private real estate investment firm, which announced the redevelopment plan and rebrand to The Hub @ Everett in August 2022.

What does The Hub @ Everett look like compared to the old indoor mall?

The Hub flips the indoor mall model into an outdoor walkable shopping district. A central pedestrian street runs through the property with storefronts, restaurants with patios, and gathering spaces opening directly to it. The redesign reduces overall retail square footage by about 20% in exchange for outdoor walkways, restaurant patios, and the entertainment anchor space for Topgolf.

Quick answer: The Lenora Regional Stormwater Treatment Facility is an $8.73 million water-quality project breaking ground in April 2026 on a 0.27-acre, city-owned lot at the corner of Lenora Street and S 1st Avenue in Lowell, immediately adjacent to Lowell Riverfront Park. It is funded primarily by Washington State Department of Ecology Water Quality Combined Financial Assistance Agreement WQC-2025-EverPW-00177 in the amount of $8,733,920 — effectively the entire project cost. The facility will treat stormwater runoff from 146 acres of Lowell drainage (subbasins LW-9, LW-10, and LW-11) before it discharges into the Marshland Canal and the Snohomish River, removing total suspended solids, dissolved copper and zinc, total petroleum hydrocarbons, and total phosphorus.

Why an $8.7M Stormwater Project Is Bigger News Than It Looks

While most of Everett’s construction conversation in April 2026 has been about a $120 million stadium and 300 new waterfront apartments, an $8.73 million project is starting this month on a half-acre lot in Lowell that will quietly do more for the Snohomish River than any other capital project the city is funding right now. It is one of those projects nobody will livestream and nobody will design-render. It is also exactly the kind of work that determines whether Everett’s waterfront stays swimmable, fishable, and credible as a sustainability story over the next decade.

Where It Is and What It Does

The site is small — 11,944 square feet, 0.27 acres — at the northeast corner of S 1st Avenue and Lenora Street, immediately adjacent to Lowell Riverfront Park, on the west side of the BNSF railroad tracks. If you have ever parked at the Lowell Riverfront Trail to walk the dog, you have driven past it without noticing.

The facility’s job is to take stormwater runoff from three drainage subbasins in Lowell — known to city staff as LW-9, LW-10, and LW-11, totaling 146.10 acres — and run it through a treatment train before it reaches the Marshland Canal system, which discharges into the Snohomish River. The first phase of the facility is a five-cell Filterra Bioscape system with two of the five cells fully functional at opening, giving the city a phased path to scale up treatment capacity as the surrounding subbasins develop further.

What Gets Removed From the Runoff

The contaminants the Lenora facility is designed to capture are the standard menu of urban stormwater pollutants:

• Total suspended solids (TSS) — particulate matter that clouds water and smothers spawning gravel.
• Total petroleum hydrocarbons — oil and fuel runoff from streets, driveways, and parking lots.
• Dissolved copper — primarily from vehicle brake pads. Copper is acutely toxic to juvenile salmon at very low concentrations.
• Dissolved zinc — from tire wear, galvanized metal, and roofing.
• Total phosphorus — the driver of summer algae blooms downstream.

The Marshland Canal discharges to the Snohomish River, which means everything the facility removes is something that does not enter the river — and does not enter Possession Sound or any of the salmon habitat between Lowell and the river mouth.

The Funding Story

The project is funded primarily by the Washington State Department of Ecology under Water Quality Combined Financial Assistance Agreement WQC-2025-EverPW-00177, in the amount of $8,733,920. That is roughly the entire project cost, which is why the City of Everett can deliver an $8.7M facility without putting it on the local utility bill.

For Everett residents already absorbing the proposed $10.74-per-month utility tax hike going through council right now, the Lenora project is the rare piece of stormwater infrastructure that does not show up on your bill at all. The state Ecology grant covers it.

Why Lowell Needed This

Lowell is one of Everett’s most environmentally complex neighborhoods. It sits on a low riverfront bench between the Snohomish River and the BNSF tracks, with three small subbasins draining toward the Marshland Canal. The geography means stormwater from streets, parking lots, and roofs throughout the neighborhood concentrates fast and hits the river hard during rain events.

The 146 acres covered by the Lenora facility include a mix of residential, commercial, and rail-adjacent uses. That mix is exactly the kind of urban runoff cocktail that does the most damage to salmon habitat, because dissolved copper from brake pads and dissolved zinc from tire wear behave like concentrated toxins for juvenile fish even at very low concentrations. Removing those before they reach the river is the difference between a healthy salmon return and a steady decline.

How It Fits Everett’s Bigger Stormwater Picture

Everett operates under a state-issued NPDES Phase II Municipal Stormwater Permit. Among other things, that permit requires the city to identify high-priority drainage areas and progressively install treatment infrastructure that meets state water quality standards. The Stormwater Management Action Plan (SMAP) the city has been refining for several years identifies the Lowell subbasins as priorities precisely because they discharge directly to a salmon-bearing waterway with limited dilution. The Lenora facility is one of the more visible deliverables of that plan.

What It Means for the Lowell Riverfront Trail

The construction site is immediately adjacent to Lowell Riverfront Park, which means anyone using the Lowell Riverfront Trail this spring and summer should expect periodic construction activity, equipment staging, and possible short trail detours along the affected segment near S 1st Avenue and Lenora Street. The city’s Public Works department will post detour signage if any trail closures become necessary.

The good news for trail users: the facility is going on a small footprint at the edge of the park, not inside it. The trail itself stays intact. Once the facility opens, the only visible change at the site will be the Filterra system’s surface elements — bioretention cells, a small access path, and a city interpretive sign that the Public Works department typically installs at completed water quality projects.

Frequently Asked Questions

Where exactly is the Lenora Stormwater Treatment Facility?

At the northeast corner of S 1st Avenue and Lenora Street in Lowell, on a 0.27-acre city-owned lot adjacent to Lowell Riverfront Park, west of the BNSF railroad tracks.

How is it funded?

Primarily by a Washington State Department of Ecology Water Quality Combined Financial Assistance Agreement (WQC-2025-EverPW-00177) for $8,733,920 — effectively the full project cost.

Will it raise my Everett utility bill?

No. The state Ecology grant covers the project. This is structurally separate from the proposed $10.74-per-month utility tax hike currently before the City Council, which is a different revenue mechanism for general fund purposes.

What pollutants does it remove?

Total suspended solids, total petroleum hydrocarbons, dissolved copper, dissolved zinc, and total phosphorus — the contaminants most responsible for water-quality damage to juvenile salmon and downstream algae blooms.

Where does the treated water go?

The treated runoff discharges into the Marshland Canal system, which discharges into the Snohomish River.

How big is the drainage area being treated?

146.10 acres across three Lowell subbasins (LW-9, LW-10, LW-11). The treatment train uses a five-cell Filterra Bioscape system; two of the five cells will be fully functional at opening, with capacity to scale up.

Will the Lowell Riverfront Trail close?

Trail users should expect periodic construction activity and possible short detours along the segment near S 1st Avenue and Lenora Street. Public Works will post detour signage if any trail closures become necessary. The trail itself remains intact; the facility footprint is at the edge of the park, not inside it.

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