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Category: Exploring Everett

Everett, Washington is in the middle of something big. A $1 billion waterfront transformation. A Boeing workforce that built the world’s largest commercial jets. A port city with a downtown that’s finally catching up to its potential. A Navy presence at Naval Station Everett. A comedy and arts scene punching above its weight. And neighborhoods — Riverside, Silver Lake, Downtown, Bayside — each with their own identity and story.

Exploring Everett is Tygart Media’s hyperlocal coverage vertical for Snohomish County’s largest city. We cover the waterfront redevelopment, Boeing and Paine Field, city hall, the food and arts scene, real estate, neighborhoods, and everything in between — written for people who live here, work here, or are paying attention to what’s coming.

Coverage categories include: Everett News, Waterfront Development, Boeing & Aerospace, Business, Arts & Culture, Food & Drink, Real Estate, Neighborhoods, Government, Schools, Public Safety, Events, and Outdoors.

Exploring Everett content is also published at exploringeverett.com.

  • USS Gridley on USS Nimitz’s Final Overseas Deployment: A Complete 2026 Guide for Naval Station Everett

    Quick answer: USS Gridley (DDG-101), homeported at Naval Station Everett, is operating with USS Nimitz (CVN-68) as the lone destroyer escort on the Nimitz Carrier Strike Group’s Southern Seas 2026 deployment — publicly confirmed by the U.S. Navy as the carrier’s final overseas deployment before its 2027 decommissioning. Nimitz departed Bremerton on March 7, 2026; the strike group made its first published port visit in Ecuador on April 7–8 and a second in Valparaiso, Chile from April 17–21, where Chilean President José Antonio Kast came aboard. From there the strike group continues to circumnavigate South America en route to Naval Station Norfolk, where Nimitz begins decommissioning.

    Why This Cruise Is Different

    USS Nimitz (CVN-68) was commissioned in 1975. It is the lead ship of the Nimitz class — the backbone of the U.S. carrier fleet for the past five decades — and the U.S. Navy has publicly stated that Southern Seas 2026 is the carrier’s final operational deployment. After Nimitz returns to Norfolk, Virginia, the ship begins a multi-year decommissioning process that the Navy has publicly projected to conclude in 2027.

    For the destroyer escorting Nimitz on this final cruise, the historical weight is not symbolic — it is operational. USS Gridley is the only Arleigh Burke-class destroyer publicly assigned to the strike group, and it is the Naval Station Everett unit that gets to fly the ensign alongside Nimitz on the carrier’s last underway period before decommissioning.

    What Southern Seas 2026 Actually Is

    Southern Seas is a recurring U.S. 4th Fleet deployment that has been conducted in various forms since the 1980s. Per U.S. Naval Forces Southern Command, Southern Seas 2026 is the 11th iteration of the deployment to the U.S. Southern Command area of responsibility since 2007. It is not an exercise in the wartime sense; it is a multinational engagement deployment designed around partner-nation port visits, passing exercises (PASSEXs) at sea, and cooperative operations with partner navies in the Caribbean, Latin America, and South America.

    The 2026 iteration officially launched on March 23, 2026, with U.S. Southern Command publicly announcing the deployment of Nimitz and Gridley to the SOUTHCOM area of responsibility. The strike group’s published itinerary includes engagements with multiple partner navies through scheduled port visits and passing exercises along the South American coastline as the ships circumnavigate the continent en route to the East Coast.

    The Published Stops So Far

    According to U.S. Navy and U.S. Southern Command public-affairs releases, the published itinerary so far includes:

    • March 7, 2026: Nimitz departed Naval Base Kitsap-Bremerton for the final time.
    • April 7–8, 2026: A bilateral engagement with the Ecuadorian Navy.
    • April 17–21, 2026: Port visit to Valparaiso, Chile. USS Gridley moored pier-side; USS Nimitz anchored in Chilean territorial waters. Chilean President José Antonio Kast — inaugurated March 11, 2026 — visited Nimitz during the call. The strike group conducted a passing exercise at sea with the Chilean Navy frigate Capitán Prat after departure.

    The Navy has not publicly disclosed the strike group’s remaining itinerary, and we will not speculate. After Southern Seas 2026 concludes, Nimitz proceeds to Norfolk to begin the multi-year inactivation and decommissioning process. The defueling of the two A4W reactors and dismantling of the ship is a years-long undertaking; Nimitz’s last underway period before that work begins is, by the Navy’s own account, the deployment Gridley is on right now.

    USS Gridley in Context: Naval Station Everett’s Destroyer Fleet

    USS Gridley (DDG-101) is one of five Arleigh Burke-class guided-missile destroyers homeported at Naval Station Everett. The destroyers based in Everett, listed alphabetically:

    • USS Gridley (DDG-101)
    • USS Kidd (DDG-100)
    • USS Momsen (DDG-92)
    • USS Ralph Johnson (DDG-114)
    • USS Sampson (DDG-102)

    Naval Station Everett is located at 2000 West Marine View Drive. It is the Navy’s most modern major surface-ship base on the West Coast and the only major U.S. Navy installation in the Pacific Northwest with a deepwater carrier-capable pier — though Everett does not currently homeport an aircraft carrier.

    Why Everett Is Watching This Particular Cruise

    For Naval Station Everett families and the Snohomish County community that surrounds the base, Southern Seas 2026 is the deployment of historic significance for two reasons that compound each other.

    The first is Nimitz itself. Snohomish County families have spent the past five months processing two pieces of major Navy news: the November 25, 2025 cancellation of the Constellation-class frigate program, and the December 19, 2025 announcement of the new FF(X) program based on the Coast Guard’s Legend-class National Security Cutter. Everett was the publicly named planned homeport for the Constellation-class frigates; the FF(X) homeport question remains open.

    The second is what Gridley is doing. Among Everett’s five destroyers, Gridley is the one carrying the ensign alongside the Navy’s senior carrier on its last cruise. That is the kind of operational milestone Naval Station Everett families will tell each other about for years.

    What Comes Next After Nimitz Returns to Norfolk

    According to U.S. Naval Forces Southern Command, Nimitz is heading toward Norfolk, Virginia, where it is scheduled to begin the multi-year inactivation and decommissioning process expected to conclude in 2027. Defueling the carrier’s two A4W reactors is a multi-year sequence on its own; the inactivation period overlaps with the early phases of dismantlement.

    For Gridley, the next-step question is open. Destroyers regularly cycle through training, deployment, and maintenance availabilities, and Gridley’s post-Southern-Seas employment will be set by Naval Surface Force Pacific. The destroyer returns to its Naval Station Everett pier in due course; the Navy has not publicly disclosed the return date.

    Frequently Asked Questions

    What ship is USS Gridley and where is it homeported?

    USS Gridley (DDG-101) is an Arleigh Burke-class guided-missile destroyer homeported at Naval Station Everett (2000 West Marine View Drive, Everett, WA). It is one of five Arleigh Burke destroyers based in Everett.

    What is Southern Seas 2026?

    Southern Seas 2026 is the 11th iteration since 2007 of a U.S. 4th Fleet partner-nation engagement deployment in the Caribbean, Latin America, and South America. It includes port visits, passing exercises with partner navies, and a circumnavigation of South America by the strike group.

    Why is USS Nimitz’s deployment historic?

    The U.S. Navy has publicly stated that Southern Seas 2026 is USS Nimitz’s final overseas deployment before decommissioning. Nimitz, commissioned in 1975, is the lead ship of the Nimitz class; she departs for Norfolk after Southern Seas to begin a multi-year decommissioning process expected to conclude in 2027.

    What happened during the Valparaiso port visit?

    Per Navy and U.S. Southern Command public affairs, USS Gridley moored pier-side at Valparaiso from April 17 to 21, 2026, while USS Nimitz anchored in Chilean territorial waters. Chilean President José Antonio Kast visited Nimitz. After departure, the strike group conducted a passing exercise at sea with the Chilean Navy frigate Capitán Prat.

    Is this Gridley’s first deployment to South America?

    Gridley regularly deploys with U.S. Pacific Fleet across multiple theaters. Naval Station Everett’s destroyers have participated in Southern Seas iterations in prior years; the 2026 deployment is uniquely significant because of Nimitz’s final-cruise status.

    How does this connect to the Constellation/FF(X) story?

    Separately. The Constellation-class frigate program was cancelled in November 2025; the Navy announced the FF(X) successor program in December 2025. Everett was named as the planned Constellation homeport; the FF(X) homeport question is open. None of that affects Gridley’s deployment with Nimitz, which is in a different ship class and a different community of interest.

    When does Nimitz arrive in Norfolk?

    The Navy has not publicly disclosed Nimitz’s arrival date in Norfolk. The strike group is en route after circumnavigating South America. Per U.S. Naval Forces Southern Command, Nimitz then begins the multi-year inactivation and decommissioning process expected to conclude in 2027.

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  • For Snohomish County Aerospace Suppliers: Two Years of ZeroAvia at Paine Field and the Hydrogen-Electric Components Opportunity

    If you run a precision machining shop, a composite house, an avionics integration shop, or any of the 1,350-plus aerospace establishments in Snohomish County, the ZeroAvia anniversary at Paine Field is the supplier story most coverage doesn’t tell. Two years in, the Everett Propulsion Center of Excellence is sourcing aviation-grade motor and power electronics components from a supply base that overlaps almost completely with the one that already feeds Boeing — and ZeroAvia’s separate components-sales business effectively creates a second downstream customer for that same supply base.

    The Supplier Question, Asked Plainly

    Most coverage of ZeroAvia treats the company as a downstream consumer of aerospace technology. The supplier-side question — what does this facility buy, from whom, and at what cadence? — has been mostly absent from public reporting. After two years of operations, here is what the Snohomish County supplier base can reasonably read into the public record:

    What ZeroAvia’s Everett Facility Sources

    The Propulsion Center of Excellence manufactures electric motors and power electronics — inverters, converters, motor controllers — for ZeroAvia’s ZA600 and ZA2000 powertrains and for sale to other electric and hybrid aviation programs. Without speculating on specific vendor relationships, the bill of materials for a finished motor or power electronics unit at aviation grade typically includes:

    • Precision-machined rotor and stator components — tight tolerance work that Snohomish County’s machining base already produces for turbofan and engine accessories.
    • Composite and bonded housings, mounts, and structural elements — directly adjacent to the composite work the county’s shops already do for Boeing programs.
    • Wire harness assemblies and high-current cabling — overlapping with avionics integration and electrical sub-assembly.
    • Connector and terminal hardware — aviation-rated, the same standards already used in airframe wiring.
    • Coil winding and electromagnetic sub-assemblies — a specialty subset of precision manufacturing.
    • Quality, conformity, and test instrumentation — the same kinds of tooling and test rigs the existing supply base already builds.
    • Logistics, packaging, and crating — for finished aviation components shipped to integrators and aircraft programs.

    None of that is a different supply base from the one already standing in Snohomish County. Suppliers do not need to retool to serve electric propulsion work the way a paint shop would have to retool to serve composites work. The qualification gates are different — aviation-grade electrical specs instead of structural specs — but the manufacturing capability is the same.

    Why the Components-Sales Business Is the Bigger Supplier Signal

    The most underappreciated piece of the ZeroAvia model from a supplier perspective is the components-sales business. The Everett facility manufactures motors and power electronics not only for ZeroAvia’s own aircraft programs but also for sale to other electric and hybrid aviation programs.

    From a supply chain standpoint, that means demand for the upstream supply base — Snohomish County’s machining shops, composite houses, harness builders, and quality services — is not tied to ZeroAvia’s own aircraft program winning the regional aviation market. It is tied to the broader growth of the electric and hybrid aviation industry across multiple continents. That diversifies demand for the supplier base in a way a single-customer relationship would not.

    The 2026–2028 Ramp Window

    ZeroAvia’s public roadmap targets a 300-mile-range powertrain in a 10- to 20-seat aircraft by the end of 2026, and a 700-mile-range, 40- to 80-seat powertrain by 2028. From a supplier-planning standpoint:

    • The end-of-2026 milestone tracks the ZA600 (600 kW) volume ramp. The motors and electronics for that powertrain are sized for 10- to 20-seat aircraft — smaller per-unit content, potentially higher per-program count.
    • The 2028 milestone tracks the ZA2000 (1.8 MW) volume ramp. The per-unit content is meaningfully larger because the machine itself is larger.
    • The components-sales business runs in parallel with both, sized against demand from the broader electric aviation industry rather than ZeroAvia’s own roadmap.

    Suppliers thinking about capacity and qualification for hydrogen-electric work should plan against the 2026 ramp as the immediate window and the 2028 ramp as the step-change.

    Qualification — The One Real Adjustment

    The single area where Snohomish County suppliers will face real adjustment is qualification. Aviation-grade electrical and electromagnetic specifications — DO-160, DO-178/254 where applicable, AS9100 process baseline, and motor- and inverter-specific aviation standards — are different from the airframe and engine accessory specifications that dominate the existing supply base.

    For shops that already operate under AS9100 and have done DO-160 environmental qualification work for avionics customers, the path is short. For shops that have only ever served airframe work, the qualification path is longer but is the same path electrification is already pulling the entire aerospace supply base toward.

    What Two Years Tells Suppliers About the Bet

    The most important supplier signal from two years of ZeroAvia at Paine Field is that the building is still here. Hydrogen-electric aviation is a long, certification-gated industry, and the most common failure mode for new propulsion technology companies is running out of runway before reaching commercial volume. ZeroAvia’s two-year mark in Everett — combined with public state and federal support and the diversification of revenue across both aircraft programs and components sales — is the kind of structural durability that justifies supplier-side investment in qualification work.

    For Snohomish County’s aerospace supplier base — which has spent the past several years reading the 767 sundown and KC-46 transition and tracking the 777X’s path through FAA certification — ZeroAvia is the second technology base growing on the same airfield. It is not a replacement for the Boeing relationship. It is a parallel demand source that the same supply base can serve.

    Frequently Asked Questions

    How does a Snohomish County supplier get qualified to sell to ZeroAvia?

    The path runs through ZeroAvia’s procurement organization at the Everett facility and through the standard aviation supplier-qualification process — AS9100 baseline, DO-160 where applicable, plus product-specific qualification for whatever component or process the supplier is offering. Suppliers should engage directly with ZeroAvia procurement and the Economic Alliance Snohomish County for introductions.

    Is the Everett facility’s supply chain primarily local or international?

    ZeroAvia has not publicly disclosed its supply chain breakdown. What’s structurally true is that physical proximity, lead time, and aerospace cluster expertise favor local sourcing for many manufacturing categories, and Snohomish County has the densest aerospace supply base in the country.

    What product categories should our shop think about first?

    The closest matches to existing Snohomish County aerospace capacity are precision machining of rotor and stator components, composite and bonded housings, wire harness assembly, coil winding and electromagnetic sub-assemblies, and aviation-grade quality and test services.

    Does ZeroAvia’s components-sales business expand the customer set beyond ZeroAvia?

    Yes. The components business sells aviation-grade motors and inverters to other electric and hybrid aircraft programs. Suppliers that qualify for the Everett facility’s bill of materials are effectively serving demand from a broader electric aviation market segment.

    How does the 2026 ramp window compare to 2028 for supplier-planning purposes?

    The 2026 milestone — a 300-mile-range powertrain in a 10- to 20-seat aircraft — is the immediate ramp window for the ZA600. The 2028 milestone — a 700-mile-range, 40- to 80-seat powertrain — is the step-change for the ZA2000 and is the date suppliers should plan capacity expansion against.

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  • What Two Years of ZeroAvia at Paine Field Means If You Work the Aerospace Line in Everett

    If you work aerospace in Everett, here is the thing about the ZeroAvia anniversary that matters most: two miles south of the Boeing complex, a 136,000-square-foot manufacturing facility has spent two years quietly building workforce demand for skills you already have — and skills the IAM 751 Machinists Institute and Everett Community College’s aerospace programs already teach. As of April 24, 2026, ZeroAvia’s Propulsion Center of Excellence at Paine Field has been running for two full years.

    The Worker Question Most Aerospace Coverage Skips

    When ZeroAvia opened in April 2024, almost every press story focused on the technology — hydrogen fuel cells, electric motors, water vapor emissions. Almost none asked the practical question every aerospace worker in Everett wanted answered: what kinds of jobs is this place going to need, and are they jobs the people already on Paine Field can do?

    Two years in, the answer is becoming clearer, and it is surprisingly familiar. The Everett Propulsion Center of Excellence builds electric motors and power electronics — inverters, converters, motor controllers. The skills required to manufacture those at aviation grade overlap heavily with the skills that already exist in Snohomish County’s 1,350-plus aerospace establishments: precision machining, coil winding, sub-assembly under controlled conditions, quality and conformity inspection, test cell operation, wire harness routing, composite work for housings and structural mounts, and electrical and avionics integration.

    None of that is a different planet from what you already do on the 737 MAX North Line, the 777X final assembly floor, or any of the supplier shops that feed them. It is a different propulsion architecture using the same aviation-grade manufacturing discipline.

    What ZeroAvia Manufactures, in Worker-Floor Language

    The Everett facility manufactures two product families:

    1. Components for ZeroAvia’s own powertrains — the 600-kilowatt ZA600 (targeting 10- to 20-seat aircraft) and the 1.8-megawatt-class ZA2000 (targeting 40- to 80-seat aircraft). The Everett floor builds the electric motors and the power electronics that go inside both.
    2. Aviation-grade components for the broader electric aviation market — motors and inverters sold to other electric and hybrid aircraft programs that don’t have the in-house capability to build aviation-rated propulsion electronics. This is a separate revenue line that doesn’t depend on ZeroAvia winning the hydrogen aviation race.

    That second product line diversifies the headcount story. The shop is not staffed only against ZeroAvia’s own aircraft programs — it is also staffed against orders from electric trainer programs, electric vertical takeoff platforms, and hybrid regional aircraft startups that need an aviation-rated motor or inverter and would rather buy than build.

    Skills Carry-Forward From Boeing

    If you’re a 751 machinist, an avionics tech, a quality inspector, an assembler, or a test cell operator on the 737 or 777X, the skills that translate most directly to a hydrogen-electric propulsion line are:

    • Precision machining and tolerance work — electric motors require tight rotor and stator tolerances, which is what aviation precision machining already does.
    • Wire routing and harness work — power electronics for high-current aviation systems use harness work and connector practices that overlap heavily with avionics integration.
    • Quality inspection and conformity — every part of an aviation-rated motor or inverter has to be inspected and certified the same way airframe and engine components already are.
    • Composite and bonded structures — motor housings, mounts, and structural elements use composite and bonded structures that Snohomish County’s composite shops already build at scale.
    • Test cell operation — propulsion ground testing on Paine Field uses the same instrumentation and procedural rigor that engine and component test work already uses.

    The IAM 751 and Everett Community College Pipelines

    The training pipelines that feed Boeing in Everett — the IAM 751 Machinists Institute and Everett Community College’s aerospace and advanced manufacturing programs — are the same pipelines ZeroAvia and any other Paine Field propulsion company can recruit from. Aviation-grade manufacturing skills do not have a propulsion bias. A machinist who can hold tolerance on a 737 wing rib can hold tolerance on an electric motor stator. An assembler who can route a 777X wire harness can route a power electronics harness. A quality inspector who can read a Boeing process specification can read a ZeroAvia process specification.

    For workers thinking about long-term career durability in Everett aerospace, that overlap is the headline. The 737 MAX North Line is the immediate hire-and-stay story. ZeroAvia is the answer to “what comes after” — not as a replacement, but as a second technology base sharing the same workforce.

    The 2026 and 2028 Milestones — What They Mean for Headcount

    ZeroAvia’s public roadmap calls for a 300-mile-range powertrain in a 10- to 20-seat aircraft by the end of 2026, and a 700-mile-range, 40- to 80-seat powertrain by 2028. The propulsion-system milestone is what gets manufactured at Paine Field; aircraft integration and FAA certification happen elsewhere.

    From a workforce standpoint, the 2026 milestone has been driving the manufacturing ramp the Everett facility has been running for two years. The 2028 milestone is the one that will require a step-change in shop-floor capacity, because the 1.8-megawatt ZA2000 is a meaningfully larger machine than the 600-kilowatt ZA600 and the components business is targeting a wider customer base by then.

    The Commute and the Geography

    The Everett Propulsion Center of Excellence sits on the south side of Paine Field — close to the same Mukilteo, Lynnwood, Mill Creek, and South Everett residential corridors that already feed the 737 MAX North Line and the 777X final assembly floor. The April 28 reopening of the Edgewater Bridge restored the Mukilteo corridor for that commute, and the Everett Transit merger into Community Transit keeps Paine Field within the regional bus network. Worker housing strategy on the North Line — covered in our Boeing housing guide — applies directly to ZeroAvia hires too.

    Frequently Asked Questions

    Is ZeroAvia hiring at Paine Field in 2026?

    ZeroAvia posts open positions on its careers page (zeroavia.com/careers). Job categories that have appeared in Everett listings over the past two years include manufacturing engineering, electrical and motor design engineering, power electronics technicians, quality engineers, supply chain, and test cell technicians. Specific openings change month to month — workers should check the careers page directly.

    Are ZeroAvia jobs union?

    ZeroAvia’s Paine Field workforce is not represented by IAM 751 at the time of writing. Workers should rely on the company directly for current employment terms and benefits.

    Do I need a hydrogen or fuel cell background to work at ZeroAvia?

    Not for most shop-floor roles. The Everett facility manufactures motors and power electronics, not fuel cell stacks. The skills required overlap heavily with general aviation-grade manufacturing — precision machining, harness work, quality inspection, assembly, and test cell operation.

    Where does ZeroAvia fit on Paine Field?

    ZeroAvia’s 136,000-square-foot Propulsion Center of Excellence is on the south side of Paine Field, close to the same residential corridors that feed Boeing’s Everett complex.

    What’s the longer career arc here?

    For Everett aerospace workers thinking 10–20 years out: the 737 MAX North Line and the 777X are the immediate-stay story for traditional turbofan-powered commercial aviation. ZeroAvia and any other clean propulsion company that follows it onto Paine Field add a second technology base that the same workforce can move between. That second base is the hedge against single-program career risk.

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  • Two Years of ZeroAvia at Paine Field: The Complete 2026 Guide to Hydrogen-Electric Aviation in Everett

    Quick answer: ZeroAvia’s Propulsion Center of Excellence at Paine Field in Everett, Washington opened on April 24, 2024 as the company’s first U.S. manufacturing facility. Two years later, in April 2026, the 136,000-square-foot building remains the most significant single hydrogen-electric aviation manufacturing site in North America. It manufactures electric motors and power electronics for ZeroAvia’s ZA600 (600 kW) and ZA2000 (1.8 MW) hydrogen-electric powertrains, and supplies aviation-grade components to other electric and hybrid aircraft programs. The company’s public roadmap targets a 300-mile-range, 10–20-seat hydrogen-electric powertrain by the end of 2026 and a 700-mile-range, 40–80-seat powertrain by 2028.

    Why a Two-Year Anniversary Is Actually a Story

    On April 24, 2024, then-Governor Jay Inslee, U.S. Rep. Rick Larsen (WA-2), and U.S. Rep. Suzan DelBene (WA-1) cut a ribbon at a 136,000-square-foot building on the south side of Paine Field. The building is ZeroAvia’s Propulsion Center of Excellence — the company’s first U.S. manufacturing facility, and the largest single physical bet in North American hydrogen aviation at the time.

    Two years later, the building is still here. The bet is still live. Most aerospace coverage in Everett is still about the 737 MAX North Line ramping up across the airfield and the 777X moving through FAA Phase 4A. But the quieter story two miles away is that Paine Field is now the anchor address for hydrogen-electric aviation in the United States — and the manufacturing capacity that has to exist before any commercial hydrogen flight ever happens is being built right here.

    What ZeroAvia Actually Builds at Paine Field

    ZeroAvia’s core technology is a hydrogen-electric powertrain. Hydrogen fuel cells produce electricity. The electricity drives high-output electric motors. The motors spin propellers. Water vapor is the only emission. The energy density of hydrogen — roughly 100 times that of the best lithium-ion batteries available today — is what makes the math work for regional aircraft, where battery-only designs run out of range long before they run out of seats.

    The Everett Propulsion Center of Excellence builds two specific things inside that powertrain: the electric motors that turn the propeller, and the power electronics — inverters, converters, motor controllers — that condition the electricity coming off the fuel cell. The facility supports both of ZeroAvia’s announced systems (the 600-kilowatt ZA600 and the 1.8-megawatt-class ZA2000) and a separate components business that sells aviation-grade motors and inverters to other electric and hybrid aircraft programs.

    That second piece matters more than most coverage acknowledges. It means the Everett facility is not betting everything on ZeroAvia winning the entire hydrogen aviation race. Every electric aircraft program in the world that needs an aviation-grade motor or inverter — small electric trainers, hybrid regional aircraft, electric vertical takeoff platforms — is a potential customer for components manufactured at Paine Field.

    Why ZeroAvia Picked Everett

    ZeroAvia announced Paine Field as its U.S. R&D site in January 2022 and broke ground on the manufacturing expansion the following year. The reasons it picked Everett look familiar to anyone who has watched aerospace site selection in Snohomish County:

    • The supply chain. Snohomish County is home to more than 1,350 aerospace-related business establishments — composite shops, precision machining houses, test labs, avionics integrators. Every one of them makes the job of standing up a new propulsion line easier than it would be in a city without aerospace muscle memory.
    • The workforce. The same machinists, engineers, and technicians who build Boeing wide bodies can build hydrogen fuel cell stacks and high-output electric motors. Aviation-grade manufacturing skills do not have a propulsion bias. The IAM 751 Machinists Institute pipeline that feeds the 737 North Line is the same pipeline ZeroAvia can recruit from.
    • The airport. Paine Field is one of the few general aviation airports in the country with the runway length, the FAA infrastructure, and the operational tempo to support flight testing of new propulsion systems. ZeroAvia conducts ground testing, hot-fire tests, and component validation directly on the airfield.
    • The state’s commitment. The Washington State Department of Commerce backed the original site selection with a state grant, citing aerospace cluster development and decarbonization as joint policy goals. The bipartisan congressional turnout at the 2024 ribbon cutting reflected that.

    The Public Roadmap, Two Years In

    ZeroAvia’s published roadmap targets two milestones the Everett facility is building toward:

    • End of 2026: A 300-mile-range hydrogen-electric powertrain in a 10- to 20-seat aircraft — the size class served today by the Cessna Caravan, the Britten-Norman Islander, and the De Havilland Twin Otter on short regional and commuter routes.
    • By 2028: A 700-mile-range, 40- to 80-seat powertrain — the size class served today by the De Havilland Canada Dash 8 and the ATR 42/72 on regional turboprop routes.

    If those targets land on time, the Everett facility will be the manufacturing site for the first commercially certified hydrogen-electric propulsion system in U.S. regional aviation. The launch market will not be transcontinental airlines. It will be the regional carriers, cargo operators, and corporate fleets that fly short hops where the energy density of hydrogen and the simplicity of an electric motor become competitive with a turbine.

    It is important to be precise about what 2026 means: the powertrain target is the propulsion system itself, not a passenger-carrying delivery. Aircraft integration, FAA supplemental type certification, and operator approval are separate gates that follow.

    What the Anniversary Tells Us About Everett’s Aerospace Future

    For decades, the propulsion expertise on Paine Field has been turbofan-and-turboprop. Boeing’s twin-aisle widebody program, the 737 MAX North Line ramping up now in Everett’s first single-aisle final assembly line, Pratt & Whitney suppliers, and GE Aerospace partners have all built around that single technology base. Two years of ZeroAvia at Paine Field has added a second propulsion technology base: hydrogen-electric. The two are not in competition for the foreseeable future — wide bodies will keep flying the long-haul missions that hydrogen cannot reach for years — but they are now neighbors on the same airfield, drawing from the same workforce, and supplied by some of the same Snohomish County vendors.

    That layered model — legacy aerospace and clean propulsion sharing infrastructure — is what makes Everett different from any other aerospace cluster in the country right now. The 777X is moving through FAA certification at one end of the airfield. ZeroAvia is building the manufacturing capacity for the next regional propulsion technology at the other.

    Frequently Asked Questions

    Where exactly is ZeroAvia’s Paine Field facility?

    ZeroAvia’s Propulsion Center of Excellence is located on the south side of Paine Field in Everett, Washington. The 136,000-square-foot facility is the company’s first U.S. manufacturing site and houses both R&D operations and the production line for electric motors and power electronics.

    When did ZeroAvia open at Paine Field?

    The ribbon cutting was on April 24, 2024. ZeroAvia first announced Paine Field as its U.S. R&D site in January 2022 and broke ground on the manufacturing expansion the following year. The two-year anniversary was April 24, 2026.

    What does ZeroAvia manufacture in Everett?

    The Everett facility manufactures the electric motors and power electronics that go into ZeroAvia’s hydrogen-electric powertrains — including the 600-kilowatt ZA600 and the 1.8-megawatt-class ZA2000 — and aviation-grade components sold to other electric and hybrid aircraft programs.

    How does a hydrogen-electric powertrain work?

    Hydrogen fuel cells generate electricity. The electricity drives high-output electric motors. The motors spin propellers. Water vapor is the only emission. The energy density of hydrogen is roughly 100 times that of the best lithium-ion batteries, which is what makes the math work for regional aircraft.

    What is ZeroAvia’s roadmap?

    The public roadmap targets a 300-mile-range hydrogen-electric powertrain in a 10- to 20-seat aircraft by the end of 2026, and a 700-mile-range, 40- to 80-seat powertrain by 2028. Both are powertrain targets, not passenger-carrying delivery dates.

    Is ZeroAvia in competition with Boeing in Everett?

    No. Boeing’s commercial program in Everett is in widebody and single-aisle commercial aviation that hydrogen-electric propulsion will not reach for the foreseeable future. ZeroAvia is targeting regional aircraft in the 10- to 80-seat class. The two propulsion technologies share workforce, suppliers, and airfield infrastructure but operate in different market segments.

    Who attended the original ribbon cutting in 2024?

    Then-Washington Governor Jay Inslee, U.S. Rep. Rick Larsen (WA-2, the district that includes Paine Field), and U.S. Rep. Suzan DelBene (WA-1, the neighboring district). The bipartisan turnout reflected the state’s commitment to aerospace cluster development and decarbonization as joint policy goals.

    Related Exploring Everett Coverage

  • Edgewater Bridge Community Celebration Is Monday at 3:30 — Here’s What to Know Before You Walk Across

    Quick answer: The City of Everett is hosting a community celebration for the new Edgewater Bridge on Monday, April 27 at 3:30 p.m. Residents are invited to walk across the bridge, hear remarks from Everett and Mukilteo officials, and meet the project team. The bridge will not be open to vehicle traffic during the celebration. The bridge officially reopens to vehicles on Tuesday, April 28.

    After 18 months of detours, closures and the slow-motion choreography of a $34 million bridge replacement, the Edgewater Bridge is back. And before it opens to traffic, the city is throwing residents a chance to walk across it first.

    The community celebration is set for Monday, April 27 at 3:30 p.m. Mayor Cassie Franklin and officials from the City of Mukilteo are expected to deliver remarks, the project team will be on hand to walk attendees through how the bridge was rebuilt, and the public is invited to walk across the new span as part of the event.

    Then, at the end of the workday on Tuesday, April 28, the bridge will officially reopen to vehicle traffic — restoring the connection between Everett’s Mukilteo Boulevard corridor and the City of Mukilteo for the first time since fall 2024.

    What to Expect at the Celebration

    This is a community-style event, not a ribbon-cutting reception. The city has framed it as a chance for neighbors to walk the new bridge, learn how the replacement was built, and take in remarks from Everett and Mukilteo officials.

    A few practical notes for residents who want to attend:

    • The bridge will not be open to vehicles during the celebration. You can approach the bridge from either side — Everett or Mukilteo — but you cannot drive across it Monday afternoon. Vehicle traffic resumes Tuesday.
    • You can walk across. That’s the entire point of the event. Pedestrians are welcome to cross the bridge during the celebration window.
    • Project staff will be available to answer questions. If you’ve ever wanted to know how the seismic upgrades work, why the bike lanes are configured the way they are, or what’s coming next on the Mukilteo Boulevard corridor — Monday is your shot.
    • Some finishing work continues after opening. Permanent roadway striping, barriers, lighting and paint may still need to be completed in the days and weeks after the bridge reopens. Drivers should expect occasional lane shifts or short closures during off-peak hours.

    The celebration is free and open to the public. No tickets, no RSVP, no formal program — just the chance to walk across before the cars take over again.

    Why a Community Walk Across the Bridge Is Worth Doing

    Bridge openings don’t usually get a public celebration. Most ribbon-cuttings happen at 10 a.m. on a weekday with a few elected officials and a press release.

    This one is different for a few reasons.

    The closure was long and disruptive. Everett residents who use Mukilteo Boulevard, the Boeing employees who rely on it for commuting, and Mukilteo neighbors who route through Everett have been living with detours for the better part of a year and a half. The detour pushed traffic onto other corridors, slowed commutes, and meaningfully reshuffled neighborhood traffic patterns.

    The bridge is a significant piece of regional infrastructure. The Edgewater Bridge is one of the key connection points between the City of Everett and the City of Mukilteo, and it carries one of the more scenic stretches of road in the region. The new structure includes seismic upgrades, dedicated bike lanes, and improved pedestrian infrastructure that the previous bridge didn’t have.

    Most of the cost was federally funded. The roughly $34 million replacement project was approximately 80 percent federally funded, meaning the bulk of the bill was carried by federal transportation dollars rather than Everett’s general fund or local taxpayers directly. Public events like Monday’s are also a chance for project staff to walk residents through that funding structure and what it bought.

    Walking a new bridge before traffic opens is a one-time-only thing. Once Tuesday hits, the bridge becomes part of the daily traffic grid. Monday afternoon is the only window where a resident can experience the structure on foot, in the open air, without dodging cars.

    How the Bridge Got Here

    The Edgewater Bridge replacement project closed the original structure to traffic in 2024 to allow for full demolition and rebuild. Mukilteo Boulevard was rerouted, neighborhood traffic patterns shifted, and the timeline ran the better part of 18 months.

    The new bridge includes several upgrades over the structure it replaces:

    • Seismic resilience. The bridge was rebuilt to current seismic standards — meaningful in a region that sits on the Cascadia Subduction Zone and where post-1990s seismic codes are now the baseline for major infrastructure.
    • Bike lanes. The new bridge includes dedicated bicycle facilities that match the city’s broader plan to improve non-motorized transportation along Mukilteo Boulevard.
    • Updated pedestrian infrastructure. Crossing the bridge on foot or by bike is now meaningfully different than it was on the previous structure.
    • Drainage and structural updates that bring the bridge in line with current Washington State engineering standards.

    After the public celebration on Monday and the traffic reopening on Tuesday, the project enters its punch-list phase. Permanent roadway striping, barriers, lighting and paint may still need to be completed after the bridge is open to traffic. The city has signaled drivers may see occasional brief impacts during finishing work, but the corridor will be open to traffic.

    What Happens After the Bridge Reopens

    The Edgewater Bridge reopening is one of two big infrastructure stories on the same Mukilteo Boulevard corridor. Mukilteo Boulevard at the bridge is projected to fully reopen to traffic in April 2026, weather permitting — meaning the entire corridor, not just the bridge structure itself, returns to normal operation.

    Once the bridge and corridor are both open, expect the traffic patterns that have been displaced for 18 months to shift back. Neighborhood streets that were absorbing detour traffic should see relief. Mukilteo Boulevard itself returns to functioning as the connecting route it was before the closure. And the broader regional traffic grid between Everett and Mukilteo restores its primary connection.

    For commuters who built workarounds during the closure, it’s worth knowing the bridge will be fully open — but with finishing work continuing for at least a few weeks. Plan for occasional minor adjustments rather than perfectly normal traffic.

    How to Attend

    The celebration starts at 3:30 p.m. Monday, April 27. Residents can approach the bridge from either the Everett or Mukilteo side. Pedestrian access is open during the event window; vehicle access is not. The bridge officially reopens to vehicle traffic on Tuesday, April 28, at the end of the workday.

    For project information, visit the City of Everett’s Edgewater Bridge Replacement Project page at everettwa.gov.

    This is the first time most Everett and Mukilteo residents will set foot on the new bridge. After Monday, most of us will only experience it through a windshield.

    Frequently Asked Questions

    When is the Edgewater Bridge community celebration? Monday, April 27, 2026, at 3:30 p.m.

    When does the bridge reopen to traffic? Tuesday, April 28, 2026, at the end of the workday.

    Can I drive across the bridge during the celebration? No. The bridge will not be open to vehicle traffic on Monday during the celebration. Pedestrian access only that afternoon. Vehicles return Tuesday.

    Where do I park to attend the celebration? The city has not announced dedicated event parking. Residents should plan to use street parking near either approach to the bridge — on the Everett side along Mukilteo Boulevard, or from the Mukilteo side near the existing approach. Plan to walk a short distance.

    Is the celebration free? Yes. Free, open to the public, no tickets or RSVP required.

    Will Mayor Franklin be there? Officials from both Everett and Mukilteo are expected to deliver brief remarks at the celebration.

    How much did the bridge cost, and who paid for it? The replacement project came in around $34 million, with approximately 80 percent of the cost covered by federal transportation funding. The remaining share was covered through state and local sources.

    What changed about the new bridge versus the old one? The new bridge includes seismic upgrades, dedicated bike lanes, and improved pedestrian infrastructure — none of which existed on the previous structure.

    Will the entire Mukilteo Boulevard corridor be open after April 28? Yes. Mukilteo Boulevard at the bridge is projected to reopen to traffic in April 2026, weather permitting. Some finishing work — striping, lighting, painting — will continue afterward but should not cause major traffic disruptions.

  • Everett Transit Wants Your Input on Where Its Maintenance Base Should Go — Three Sites Are on the Table

    Quick answer: Everett Transit is studying three potential sites for a new maintenance, operations and administrative facility — its current Cedar Street base in Port Gardner, and two relocation options in Riverside and Lowell. Public comment is open from April 16 through May 17, 2026, with in-person open houses at Everett Station on April 29 and 30 from 5–7 p.m. The agency says its current facility is too small for the growing electric-bus fleet and the city’s coming light-rail transit demand.

    If you ride the bus in Everett — or even if you don’t — Everett Transit is making one of the bigger long-term infrastructure decisions the city has on its plate this year, and the public comment window is open right now.

    The agency announced on April 13 that it has launched a formal site study for its maintenance, operations and administrative facility, sometimes shortened in city documents to “MOAB.” It’s the building where buses get parked, charged, repaired, dispatched and scheduled. It’s also where the people who keep Everett Transit running — drivers, mechanics, planners, schedulers — actually work.

    Right now, that whole operation runs out of one site at 3225 Cedar Street, in the Port Gardner neighborhood. Everett Transit says it has outgrown that footprint, and the agency needs a plan that can carry it through the next phase of growth: a fleet that is already half-electric, a city whose population keeps climbing, and a Sound Transit Link light-rail line that is expected to reshape transit demand in north Snohomish County by the end of the next decade.

    What Everett Transit Is Actually Studying

    The site study, conducted with consulting firm Perteet Inc., is comparing three options:

    • Option 1 — Expansion at the existing Cedar Street site. This option keeps the maintenance base in Port Gardner at 3225 Cedar Street, where it has been for years. Expansion would mean building out additional capacity on or adjacent to the property the agency already owns and uses.
    • Option 2 — Relocation to the Everett Point Industrial Center. This site sits at 4001 Railway Avenue, in the Riverside neighborhood on the city’s working waterfront industrial corridor.
    • Option 3 — Relocation to industrial property at 4225 South 3rd Avenue. This site is in the Lowell neighborhood in south Everett, also zoned for industrial use.

    A larger, modernized facility would provide updated space for fleet storage, vehicle maintenance, dispatch operations, employee parking and administrative offices. Critically, it would also include the charging infrastructure Everett Transit needs for an electric-and-hybrid bus fleet that is already running at scale — and that the agency expects will keep growing.

    About 50 percent of Everett Transit’s fleet is currently battery-electric. The remainder is hybrid buses or buses running on low-emission diesel. Charging an all-electric or near-all-electric fleet requires significantly more dedicated electrical infrastructure than a traditional diesel bus base, and that’s a big driver of why the agency says the current Cedar Street facility no longer fits the operation it has become.

    Why This Matters Even If You Never Ride the Bus

    Maintenance bases aren’t usually the kind of civic project that makes the front page. They’re not stadiums, they’re not waterfront restaurants, and they’re not light-rail stations. But the location of a transit operations base affects more than just transit riders.

    For one thing, Everett Transit is one of the larger municipal operations in the city. It runs fixed-route service seven days a week, plus paratransit service for residents with disabilities, and it owns and operates Everett Station — Snohomish County’s largest multimodal transportation hub. Where the agency parks its fleet, charges its buses and runs its dispatch operation has ripple effects on traffic patterns, employment in the surrounding neighborhood, and the long-term industrial mix of whichever site ends up hosting it.

    For another, this is a project Everett Transit will fund out of its own budget, not the city’s general fund. Everett Transit is supported by a separate stream — local sales tax dedicated to transit, plus state and federal grant funding. So while this isn’t a project that competes directly with police, fire or parks dollars, it’s still a long-term capital decision that will shape the agency’s costs and capacity for the next several decades.

    Finally, this study is happening at the same moment that Everett and Community Transit are talking publicly about consolidating their service into one network. That conversation is on a separate track and has its own timeline — but it’s the backdrop. Whatever facility Everett Transit ends up building or expanding will likely matter to whichever agency runs the buses in Everett ten years from now.

    Where to Submit Public Comment

    Everett Transit has built out an unusually wide set of channels for residents to weigh in on the site decision. The formal public comment period runs April 16 through May 17, 2026.

    Online open house. Everett Transit’s online open house is live from April 17 through May 17 at everetttransit.org/MOAB. The online format walks through the three sites, the agency’s evaluation criteria, and a comment form for residents who can’t make it to an in-person event.

    In-person open house events. Two in-person open houses are scheduled at Everett Station, 3201 Smith Avenue, in the Dan Snow Room on the 4th floor:

    • Wednesday, April 29, 5–7 p.m.
    • Thursday, April 30, 5–7 p.m.

    Open house format means you can drop in at any point during the two-hour window — no formal program, no required arrival time. Project staff are on hand to walk people through site renderings and answer questions.

    Public briefings. Everett Transit is also presenting the site study at three public meetings during the comment window:

    • Transportation Advisory Committee — Wednesday, April 16, 8 a.m., Everett Public Works, Spada Conference Room, 3200 Cedar Street
    • Everett Council of Neighborhoods — Monday, April 27, 4 p.m., Everett Municipal Building, 5th Floor, 2930 Wetmore Avenue
    • Everett City Council — Wednesday, April 29, 12:30 p.m., William E. Moore Historic City Hall/Police North Precinct, 3002 Wetmore Avenue

    The city council briefing on April 29 is the one most directly tied to the eventual decision. Council members do not vote on the site study at that briefing, but it’s the meeting where the public study is formally walked through for the elected body that will eventually have to weigh in on facility funding and any zoning or land-use approvals.

    What Happens After May 17

    The May 17 close of public comment doesn’t mean a decision is imminent. The site study itself is one input into a longer process. After the comment window closes, Everett Transit and Perteet are expected to publish a summary of public feedback, refine the site evaluation, and bring recommendations forward to city leadership in subsequent meetings.

    There is no announced date yet for a final site selection. The agency has framed this study as the foundation for a longer planning process that will need additional design work, environmental review, and funding decisions before anything is built.

    If you want to be notified when those next steps come, the agency is collecting contact information through the online open house, and Everett Transit’s main website at everetttransit.org posts updates on agency planning.

    The Bigger Picture

    Everett’s transit infrastructure is in a transitional period. The city is preparing for light-rail service. Its fleet has gone heavily electric. The conversation with Community Transit about a possible service consolidation is moving forward. And the demand for transit in north Snohomish County keeps climbing.

    A new maintenance base might not be the most glamorous part of that picture, but it’s the part that determines whether the rest of the system can actually scale. Buses need somewhere to charge. Mechanics need somewhere to work. Dispatch needs somewhere to run from. Where Everett puts that operation — and how big it builds it — is one of the more consequential infrastructure choices the city will make this year.

    The window to weigh in is open now. It closes May 17.

    Frequently Asked Questions

    What is the Everett Transit MOAB site study? It’s a formal study — conducted by Everett Transit with consulting firm Perteet Inc. — comparing three potential sites for the agency’s maintenance, operations and administrative facility. The agency is choosing between expanding its current Cedar Street site or relocating to one of two industrial properties on the waterfront or in Lowell.

    When is the public comment period? April 16 through May 17, 2026.

    Where can I submit comments online? At everetttransit.org/MOAB. The online open house is live from April 17 through May 17.

    When are the in-person open houses? Wednesday, April 29 and Thursday, April 30, both from 5–7 p.m. at Everett Station, 3201 Smith Avenue, Dan Snow Room (4th Floor).

    Will the Everett City Council vote on this in April? No. The April 29 city council meeting is a public briefing, not a vote. A formal council decision on facility funding or land use would come later in the process.

    Does this affect the city’s general fund or property taxes? No. Everett Transit is funded separately through local sales tax dedicated to transit and grant funding — not through the city’s general fund. This project does not compete with police, fire or parks budgets for funding.

    How does this connect to the Everett Transit / Community Transit consolidation talks? Those are separate conversations on separate timelines. The site study moves forward regardless. But whatever facility ends up getting built will likely matter to whichever agency operates buses in Everett over the long term.

    Why does the agency say it needs a new facility? Three reasons: the fleet has grown, the city is growing, and the shift to electric buses requires significantly more charging infrastructure than a traditional diesel base. About half of Everett Transit’s fleet is already battery-electric.

  • Pinehurst-Beverly Park: Everett’s Quiet Commuter Neighborhood with the Trail Running Through It

    What is the Pinehurst-Beverly Park neighborhood in Everett? Pinehurst-Beverly Park is a primarily residential neighborhood in south Everett anchored by the Interurban Trail, a mix of 1920s Craftsman bungalows and mid-century ramblers, and an active neighborhood association that meets monthly at the Cascade High School library on Casino Road. It’s one of the most commute-friendly neighborhoods in the city — close to Boeing, Paine Field, and I-5 without being on top of any of them.

    Pinehurst-Beverly Park: Everett’s Quiet Commuter Neighborhood with the Trail Running Through It

    Drive Everett long enough and you start to notice the pattern. The neighborhoods at the top of the bluff get the bay views and the Queen Anne mansions. The neighborhoods downtown get the restaurants and the streetcar-era density. And the neighborhoods south of Casino Road get something different: trees, trails, mid-century ramblers, and quiet streets where the loudest sound at 7 a.m. is somebody walking a dog along the old electric-railway bed.

    That last description is Pinehurst-Beverly Park. If you’ve never lived there, you might know it as “the part of Everett with the Interurban Trail.” If you do live there, you know it as the neighborhood that lets you walk to a grocery store, ride a bike to Lynnwood, and still get to a Boeing or Paine Field shift in fifteen minutes.

    Where Pinehurst-Beverly Park Sits in Everett

    Pinehurst-Beverly Park is in south Everett, a few miles from downtown. Possession Sound is roughly six miles to the west; Interstate 5 forms the eastern edge, with farmland and the Snohomish River beyond. Casino Road, Beverly Boulevard, and Evergreen Way are the main north-south arterials, and bus stops dot all three.

    The neighborhood goes by two names because it was historically two — Pinehurst on the older, northern side, Beverly Park on the southern. The City of Everett combined them into a single neighborhood association, but locals still use both names interchangeably depending on how long they’ve lived there.

    The Interurban Trail: The Defining Feature

    The single feature that distinguishes Pinehurst-Beverly Park from every other south Everett neighborhood is the Interurban Trail. The paved trail runs the length of the neighborhood and continues south through Lynnwood and into King County, eventually reaching Seattle.

    The trail occupies the former route of the Seattle-Everett Interurban Railway, an electric trolley line that ran between the two cities from 1910 to 1939. When the rails came up, the right-of-way stayed in public hands and was eventually paved as a regional non-motorized corridor. Today it’s one of the longer continuous paved trails in the Puget Sound region.

    What people use it for, in rough order of frequency:

    • Daily walks and dog-walks — the trail is flat, paved, and tree-lined
    • Bicycle commutes — particularly to Lynnwood Transit Center and points south
    • Recreational rides — riders use it as a long, low-stress training route
    • Connecting to Forest Park to the north and Lions Park within the neighborhood

    Horses are permitted only on the Snohomish County section of the trail; the Everett and Lynnwood segments are pedestrian-and-cyclist only.

    The Housing Stock: Bungalows, Ramblers, and Newer Townhouses

    Pinehurst-Beverly Park has one of the most varied housing inventories in the city. The oldest homes are 1920s and 1930s Craftsman bungalows on the Pinehurst side, mostly in the 800-to-1,800-square-foot range. South of those, mid-century ramblers from the 1950s and 1960s dominate — single-story, three-bedroom homes built for the postwar Boeing workforce.

    Newer construction is mostly infill: contemporary single-family homes built on previously vacant or subdivided lots, plus townhouse developments from the 1990s through the 2020s. Asking prices reflect that range — older bungalows under 2,000 square feet typically run from the upper $300,000s into the mid $700,000s, while newly built single-family homes have listed in the $800,000-to-$999,000 range, and recent-decade townhouses fall between the two.

    Parks and Green Space

    The neighborhood has its own parks plus easy access to one of the city’s largest. Lions Park, inside the neighborhood, has a basketball court, a playground, and walking trails — a classic small neighborhood park. A short distance north, Forest Park’s nearly 200 acres include forested hiking trails, the Floral Hall water playground, pickleball courts, street hockey, and a seasonal animal farm. For a south Everett family, the combination of Lions Park within walking distance and Forest Park within a five-minute drive is hard to beat.

    Everett Mall is a couple of miles south of the neighborhood. The indoor-outdoor center includes Regal Everett, Flying Trampoline Park, and a rotating mix of national chains and local businesses.

    Schools

    The neighborhood is served by Everett Public Schools. Cascade High School, on the southern edge of the neighborhood at 801 E. Casino Road, is the assigned high school for many Pinehurst-Beverly Park families and is also where the neighborhood association meets each month. Cascade is the same high school that recently posted a 96.6% on-time graduation rate, part of the district’s record-setting 96.3% overall figure for the class of 2025.

    Elementary and middle school assignments vary by address; the district’s school finder at everettsd.org has the current attendance area maps.

    The Neighborhood Association

    The Pinehurst-Beverly Park Neighborhood Association meets monthly at the Cascade High School library at 801 E. Casino Road. The meetings are open to all residents and business owners in the neighborhood and typically cover City of Everett updates, traffic and infrastructure issues along the Casino Road and Evergreen Way arterials, neighborhood events, and questions about new development.

    The association is one of the structures the City of Everett uses to channel resident feedback into city decisions, alongside the other neighborhood associations across the city’s 19-neighborhood framework. Meeting dates and agendas are posted on the City of Everett’s neighborhood calendar at everettwa.gov/Calendar.aspx.

    What Long-Timers Like About Living Here

    Three things come up over and over when you talk to people who have lived in Pinehurst-Beverly Park for ten or more years.

    The first is the commute. The combination of I-5 access, Evergreen Way, and the Boeing/Paine Field corridor means most jobs in Everett are inside a 20-minute drive, and Lynnwood, Mill Creek, and Bothell are reachable without leaving local arterials. The Sounder commuter rail at Everett Station is also reachable, though it requires a bus or short drive.

    The second is the trail. Once a household uses the Interurban Trail regularly, it becomes hard to imagine living somewhere without it. People walk to dinner at the Mall, ride to coffee in Lynnwood, and put serious training miles in on weekends without ever crossing a major street uncontrolled.

    The third is the price-to-yard ratio. Compared to Boulevard Bluffs, Northwest Everett, or Port Gardner, the lots in Pinehurst-Beverly Park tend to be larger, the homes tend to be more modest, and the entry price for a family-sized house tends to be lower. For a family that wants a yard, a quiet street, and a workable commute, this neighborhood does math that the bluff neighborhoods can’t.

    Why Pinehurst-Beverly Park Matters

    Pinehurst-Beverly Park doesn’t get postcards written about it. It doesn’t have a National Register historic district, a famous mansion, a craft-cocktail district, or a viewing platform looking out at the Olympics. What it has is the most usable, most workable south-Everett package the city offers — a paved regional trail through the middle of it, a high school with one of the best graduation rates in the state on its southern edge, two parks within walking distance, and a price point that lets actual families actually live here.

    If Everett is a city of 19 neighborhoods, this is the one that gets the daily life right.

    Frequently Asked Questions

    Where is Pinehurst-Beverly Park in Everett?

    It’s in south Everett, with Possession Sound about six miles west, Interstate 5 forming the eastern edge, and Casino Road, Beverly Boulevard, and Evergreen Way running through the neighborhood as main arterials.

    Why does the neighborhood have two names?

    It was historically two neighborhoods — Pinehurst on the northern side and Beverly Park on the southern. The City of Everett combined them into a single neighborhood association, but residents still use both names depending on which part of the neighborhood they live in.

    What is the Interurban Trail?

    The Interurban Trail is a paved non-motorized trail that follows the former route of the Seattle-Everett Interurban Railway, an electric trolley line that ran from 1910 to 1939. The trail today runs from Everett south through Lynnwood and into King County.

    Where does the Pinehurst-Beverly Park Neighborhood Association meet?

    The association meets monthly at the Cascade High School library, 801 E. Casino Road. Meeting dates and agendas are posted on the City of Everett’s neighborhood calendar.

    What schools serve Pinehurst-Beverly Park?

    The neighborhood is served by Everett Public Schools. Cascade High School at 801 E. Casino Road is the assigned high school for many neighborhood addresses. Elementary and middle school assignments vary by address; check everettsd.org for the current attendance area maps.

    What kind of homes does Pinehurst-Beverly Park have?

    A varied mix: 1920s-1930s Craftsman bungalows on the older Pinehurst side, mid-century ramblers from the 1950s and 1960s across much of the neighborhood, and newer infill single-family homes and townhouses. Older bungalows under 2,000 square feet typically run from the upper $300,000s into the mid $700,000s; newer construction has listed up to $999,000.

    How is the commute from Pinehurst-Beverly Park?

    Strong. Boeing, Paine Field, downtown Everett, Lynnwood, and Mill Creek are all inside a 20-minute drive in normal traffic. Bus service runs along Casino Road, Evergreen Way, and Beverly Boulevard, and Everett Station’s Sounder and Amtrak service is reachable by bus or short drive.

  • Port Gardner: Inside Everett’s Second-Oldest Neighborhood and Its Historic Heart

    What is the Port Gardner neighborhood in Everett? Port Gardner is Everett’s second-oldest neighborhood, platted in 1890 by the Rucker brothers as the original 50-acre townsite of the Everett Land Company. Today it stretches from Possession Sound east to the Snohomish River and from Hewitt and Pacific avenues south to 41st Street, anchored by Rucker Hill, downtown’s edge, and some of the most historic homes in the city.

    Port Gardner: Inside Everett’s Second-Oldest Neighborhood and Its Historic Heart

    If Northwest Everett is the city’s historic core, Port Gardner is its first chapter. Before the smokestacks, before the streetcars, before Boeing made “Everett” a name people knew nationwide, the Rucker brothers were standing on a hillside above Port Gardner Bay deciding where the streets should go.

    That decision, made in 1890, is why this neighborhood looks and feels the way it does today — a mix of grand Queen Anne mansions, modest Craftsman bungalows, working-class cottages, and quietly perfect bay views that long-time residents will tell you are the best-kept secret in the city.

    Where Port Gardner Begins and Ends

    The Port Gardner Neighborhood Association draws the boundaries clearly: Port Gardner Bay and Possession Sound to the west, the Snohomish River to the east, 41st Street to the south, and a combination of Hewitt and Pacific avenues to the north. That puts the neighborhood directly south of Northwest Everett and directly west of Bayside, with downtown sitting at its northern edge.

    The bay itself was named in 1794 by Captain George Vancouver for his patron and former commander, Alan Gardner. Vancouver originally meant the name to apply to the entire Saratoga Passage, but over time it narrowed to mean only the water in front of present-day Everett.

    How a 50-Acre Plat Became a Neighborhood

    The first European-American settler on what would become Port Gardner was Dennis Brigham, who left Whidbey Island in 1862, cleared land at the foot of California Avenue, built a small shack, and planted a few apple trees. He had the bay essentially to himself for decades.

    That changed in 1889 when Bethel J. Rucker and his brother Wyatt arrived to scout the area for development. In 1890 the Ruckers filed the 50-acre Port Gardner townsite plat under the Everett Land Company name — the founding act of what would become the city of Everett. Port Gardner’s first homes went up on the streets the Ruckers laid out, and many of those original homes are still standing.

    Rucker Hill, Where the City’s Founders Lived

    The most distinctive feature of Port Gardner is Rucker Hill — a rise above the bay that the Rucker family kept for themselves and their peers. The Rucker Hill Historic District, listed on the National Register of Historic Places, occupies the knoll and contains some of the grandest residential architecture in the Pacific Northwest.

    The Rucker Mansion at the top of the hill is the centerpiece. Built in 1905 at a reported cost of $40,000 — an enormous sum at the time — the 13,000-square-foot Federal Revival home contains five fireplaces, a library, a card room, a billiards room, a solarium, a ballroom, six bedrooms, and a separate carriage house. Mahogany and quarter-sawn oak woodwork run through the interior. The home is privately owned today, but the exterior remains visible from the public right-of-way and is a regular stop on Historic Everett’s walking tours.

    The Architecture Walking Tour

    Port Gardner is one of the few neighborhoods in Everett where you can walk a single block and see four or five distinct architectural periods. Historic Everett, the local preservation nonprofit, publishes a self-guided walking tour at historiceverett.org/walkingtour/PortGardner.html that maps the most significant homes.

    What you’ll see on the route:

    • Queen Anne mansions from the 1890s boom, with turrets, wraparound porches, and the kind of ornament that doesn’t get built anymore
    • Craftsman bungalows from the 1910s and 1920s, smaller in scale but with the same care for materials
    • Mid-century cottages infilled into earlier blocks during Everett’s wartime housing crunch
    • Maritime-influenced homes closer to the bluff, designed to capture the view of the bay and the working waterfront below

    What Long-Timers Say About Living Here

    Talk to people who have lived in Port Gardner for twenty or thirty years and a few themes come up over and over. The first is the bluff — almost everyone north of Hewitt has some kind of water view, and on a clear day you can see Whidbey Island, the Olympics, and the working waterfront laid out below you. The second is walkability. Downtown Everett is a short walk to the north. Grand Avenue Park sits inside the neighborhood. The Port of Everett’s marina district — Boxcar Park, the new Fisherman’s Harbor restaurants, Jetty Landing — is a flat fifteen-minute walk down the hill.

    The third thing long-timers mention is community. The Port Gardner Neighborhood Association is one of the more active associations in the city, and the neighborhood’s residential stability — many homes have stayed in the same family for generations — gives the place a settled, taken-care-of feeling that newer Everett neighborhoods are still working toward.

    Getting Involved

    The Port Gardner Neighborhood Association meets regularly and welcomes new residents. Meeting schedules are posted at the association’s website, portgardnereverett.com, and on the City of Everett’s neighborhood page at everettwa.gov/334. New residents who want to get oriented quickly can also walk the Historic Everett tour route on a Saturday morning — it’s the fastest way to learn which house is which and why each one matters.

    Why Port Gardner Matters Today

    Port Gardner isn’t the flashiest neighborhood in Everett. It doesn’t have the new construction of the waterfront, the dining scene of downtown, or the schools-and-parks family appeal of Boulevard Bluffs or View Ridge. What it has is the original story. Every other Everett neighborhood — Northwest, Bayside, Riverside, Delta, Lowell — was platted later, settled later, built up later. Port Gardner is the room the rest of the house was added onto.

    That history isn’t just a plaque on a wall. It’s the streetscape. It’s the bluff. It’s the mansion at the top of the hill and the cottage at the bottom and the bay that gave the whole thing its name. In a city that sometimes forgets its own founding, Port Gardner is the part of Everett that still remembers.

    Frequently Asked Questions

    How old is the Port Gardner neighborhood?

    The 50-acre Port Gardner townsite was platted in 1890 by the Rucker brothers under the Everett Land Company name, making it the second-oldest neighborhood in Everett after the original Northwest section.

    Where is Rucker Hill?

    Rucker Hill is a knoll in the western part of the Port Gardner neighborhood, above Port Gardner Bay. The Rucker Hill Historic District on the hill is listed on the National Register of Historic Places.

    Can you tour the Rucker Mansion?

    The Rucker Mansion is a private residence and is not open for interior tours. The exterior is visible from public streets and is a featured stop on Historic Everett’s self-guided Port Gardner walking tour.

    What are Port Gardner’s boundaries?

    Port Gardner Bay and Possession Sound on the west, the Snohomish River on the east, 41st Street on the south, and a combination of Hewitt Avenue and Pacific Avenue on the north.

    Is there a Port Gardner Neighborhood Association?

    Yes. The Port Gardner Neighborhood Association represents residents and meets regularly. Schedules and contact information are posted at portgardnereverett.com and on the City of Everett’s neighborhood associations page at everettwa.gov/334.

    Who was Port Gardner Bay named after?

    Captain George Vancouver named the bay in 1794 for his patron and former commander, Alan Gardner. Vancouver originally intended the name to apply to all of Saratoga Passage, but it eventually narrowed to refer only to the bay near present-day Everett.

    How does Port Gardner compare to Northwest Everett?

    Both are historic neighborhoods with strong walking-tour stock, but Port Gardner is anchored by Rucker Hill and the bluff above the bay, while Northwest Everett is anchored by the original commercial-residential core north of 19th Street. The two neighborhoods sit side by side and share a National Register-rich architectural inventory.

    📚 The Exploring Everett Knowledge Cluster

    For deeper coverage of this story:

  • Canned Heat and Big Brother and the Holding Company Land at the Historic Everett Theatre May 29 — Two Bands That Played the Original Woodstock, on One Stage in Downtown Everett


    Q: When and where can I see Canned Heat and Big Brother and the Holding Company in Everett?

    Friday, May 29, 2026 at the Historic Everett Theatre (2911 Colby Ave). Doors open at 6:00 PM, show at 7:00 PM. General Admission $65, Senior/Military $60, Family Pack (3+ tickets) $55 each. Tickets and the official listing are at events.theatreconcertconsulting.com.

    If you have ever wished you could have been at Max Yasgur’s farm in August 1969, the Historic Everett Theatre is doing the next best thing this spring. On Friday, May 29, 2026, two of the original Woodstock bands — Canned Heat and Big Brother and the Holding Company — are sharing one downtown Everett stage for a single night, in a venue that has been hosting live music in this town since five years before the Wright Brothers flew at Kitty Hawk.

    The official ask from the box office is delightful: “Dress up in your favorite 60’s hippie gear.” The official price tag on the marquee event is reasonable: $65 General Admission, $60 Senior/Military, $55 Family Pack when you buy three or more. And the official venue is a 1901 opera house at 2911 Colby Avenue, two blocks off Hewitt, that has been quietly building one of the most interesting tribute and heritage-act calendars on the I-5 corridor.

    This is one to clear the calendar for. Here is everything you need to know.

    The Show: Two Headliners, One Night, Doors at 6

    According to the official Historic Everett Theatre listing for the event, here are the confirmed details:

    • Date: Friday, May 29, 2026
    • Doors: 6:00 PM
    • Show: 7:00 PM (event ends approximately 10:30 PM per the venue’s posted end time)
    • Venue: The Historic Everett Theatre, 2911 Colby Ave, Everett, WA 98201
    • General Admission: $65
    • Senior / Military: $60
    • Family Pack: $55 per ticket when buying 3 or more
    • Box office / tickets: events.theatreconcertconsulting.com (the official ticketing site for the venue)

    This is a co-headlining bill. Both bands are listed equally on the venue’s marquee, both are playing full sets, and both are being marketed as a tribute to Woodstock-era rock. The “Relive Woodstock 1969” subtitle is the venue’s own framing.

    The HeraldNet entertainment desk also flagged the show in their April 22, 2026 weekly preview, which is how a lot of folks in Snohomish County first heard about it. If you missed that one in the paper, this is your second look.

    Who Is Canned Heat in 2026?

    Canned Heat formed in Los Angeles in 1966 — roughly six decades ago, depending on which day you count from. They are not a tribute band. They are the band, with original member Adolfo “Fito” de la Parra still anchoring the kit as drummer, bandleader, and unofficial historian of the project. Per the band’s official bio published on the venue’s event page, the current touring lineup is:

    • Fito de la Parra — drums, bandleader (in his 58th year with the group)
    • Dale Spalding — vocals, harmonica, guitar (18-year tenure as of 2026; coming out of New Orleans, with a deep blues résumé)
    • Rick Reed — bass (joined four years ago after stints with Paul Butterfield, John Mayall, and the Chicago Blues Reunion)
    • Jimmy Vivino — lead guitar and vocals (best known for his 28-year run as guitarist, arranger, and music director for Late Night with Conan O’Brien; before that, a 20-year career playing with Al Kooper, Charlie Musselwhite, Michael McDonald, and many others)

    The catalog they are pulling from is genuinely iconic. Per the band’s official biography, their three signature worldwide hits are “On The Road Again,” “Going Up The Country,” and “Let’s Work Together.” They played the 1967 Monterey Pop Festival. They headlined the original Woodstock in 1969 — Canned Heat’s set notes from setlist.fm and the Woodstock archives confirm they took the stage Saturday, August 16, 1969 around 7:30 PM at sunset, ripping through “Going Up the Country” and closing with “On the Road Again” as the encore.

    What makes this stop interesting beyond the catalog: in 2024, Canned Heat released “Finyl Vinyl,” their first studio album in fifteen years. The venue’s listing notes the record put the band back on charts around the world and got named to multiple Top 10 Blues Albums of the Year lists. So when they hit the stage at Everett, they are not just running through the hits. There is a reason to bring fresh ears.

    Who Is Big Brother and the Holding Company in 2026?

    Big Brother and the Holding Company is the band that, more than any other, you associate with Janis Joplin’s voice cutting through the late 1960s. They wrote and recorded “Piece of My Heart,” “Summertime” (the Gershwin standard, reimagined as a haunted blues), “Ball and Chain,” and “Bye Bye Baby” — songs that defined a moment. They were Janis’s band. They played Monterey Pop. They played Woodstock. They were the hinge between San Francisco psychedelia and stadium rock.

    The band has continued touring since reforming in 1987. Per their official bbhc.com bio and the venue’s event listing, the current lineup centers on two original members: drummer/songwriter David Getz and bassist/songwriter Peter Albin — both of whom were on the records, both of whom were on the Monterey and Woodstock stages. They are joined on this run by Darby Gould on lead vocals (formerly of Jefferson Starship; she handles the Janis catalog, including “Piece of My Heart,” “Summertime,” “Down On Me,” “Ball and Chain,” “Me and Bobby McGee,” and “Mercedes Benz”) and Tom Finch on guitar.

    The venue’s listing for May 29 calls them “the original architects” of the songs and notes that the band continues to introduce new material alongside the catalog. That is the right framing. This is not a tribute act. This is the band — with the original rhythm section — performing songs they wrote.

    About the Venue: A 1901 Opera House Hosting Woodstock-Era Legends

    The Historic Everett Theatre opened on November 4, 1901 as the Everett Opera House. Per the venue’s history page and Cinema Treasures, it was originally designed to seat 1,200 — about a sixth of Everett’s entire population at the time. The building faces 70 feet along Colby Avenue near the intersection with Hewitt and fills a trapezoidal lot 119 feet deep. In its first decades it hosted Lillian Russell, Al Jolson, Eddie Foy and the Seven Little Foys, and George M. Cohan. A 1923 fire gutted the interior. The theatre was rebuilt and reopened in 1924 as the New Everett Theatre.

    Today the venue’s working capacity is approximately 800. It is one of the longest-continuously-operating performing arts venues in Washington State, and its 125-year heritage is exactly the kind of room a Canned Heat set was made for: hardwood floors, a real stage, a real audience, no festival mud.

    Address: 2911 Colby Ave, Everett, WA 98201. Two blocks off Hewitt Avenue. Walking distance to most of downtown.

    Should You Go? Yes. Here Is the Honest Take.

    This is a curated recommendation, not a press release. There are three reasons this show is worth clearing your Friday for:

    1. The age math is real. Fito de la Parra is in his 58th year with Canned Heat. David Getz and Peter Albin have been playing these songs since they wrote them. Co-headlining tours of bands of this vintage do not come through Everett every year. Most folks who want to see a Woodstock-era band live at this point are buying a Las Vegas residency ticket and a flight. This is a $65 ticket eight blocks from the Funko HQ.

    2. The venue is the right size. The Historic Everett Theatre’s ~800-seat configuration means you will actually hear the band, see the band, and feel the room. Canned Heat at a stadium amphitheater is a different experience than Canned Heat in an 1,200-original-seat opera house. Pick the room.

    3. The pricing is not a gimmick. General Admission at $65 with a Senior/Military rate of $60 and a Family Pack rate of $55 (when buying 3+) is fair-market for a co-headlining heritage-act bill. Ticketmaster resale on this kind of pairing tends to land north of $100. Buy direct from the venue and you are getting the real number.

    The room is going to lean older — many of the people in attendance are going to have first-hand memories of these songs on the radio in 1969. Bring earplugs anyway. Canned Heat’s current live mix is loud the way it is supposed to be loud.

    The “Dress Up in Your 60’s Hippie Gear” Thing

    The venue’s official event listing — including their meta description — leads with the line “DRESS UP IN YOUR FAVORITE 60’S HIPPIE GEAR.” This is not optional flair on the marketing; it is the actual ask. Everett does not get a lot of theme nights at this scale. If you have a fringed vest in the closet, this is its night.

    If you don’t, downtown Everett’s vintage shops on Hewitt have you covered. Bell-bottoms, a tie-dye, a headband, you are good to go.

    How to Buy Tickets

    Tickets are sold through the official venue ticketing site at events.theatreconcertconsulting.com under the Canned Heat with Big Brother and the Holding Company event listing. The three available ticket types as of publication:

    • General Admission — $65
    • General Admission Senior/Military — $60
    • Family Pack (3+ tickets) — $55 per ticket

    A small ticketing fee is added at checkout, per the venue’s standard. Do not buy resale; buy direct from the venue’s Tickible-powered store.

    The Bigger Picture: The Historic Everett Theatre’s Spring 2026 Calendar

    The Canned Heat / Big Brother bill is the headliner of a May calendar that has been quietly stacking up. The same week, the Historic Everett Theatre is also presenting:

    • May 1 — Red Karma (Taylor Swift Tribute)
    • May 8 — Richard Marx (After Hours Tour, Friday, the show we already covered separately)
    • May 9 — Corduroy: The Pearl Jam Experience
    • May 16 — Dana Gould (stand-up comedy, presented by Everett Comedy Night)

    For a 1901 opera house running 800-seat shows, that is a serious month. Canned Heat closes it out the night before Memorial Day weekend.

    Frequently Asked Questions

    Is this a tribute band or the original Canned Heat?

    This is the original Canned Heat. Drummer and bandleader Adolfo “Fito” de la Parra has been with the band since 1968 and is in his 58th year as of 2026. The current lineup also includes Dale Spalding (vocals/harmonica/guitar), Rick Reed (bass), and Jimmy Vivino (lead guitar — formerly the music director for Late Night with Conan O’Brien). Per the band’s official bio published on the venue’s listing, this is the touring lineup.

    Is this a tribute band or the original Big Brother and the Holding Company?

    This is the original Big Brother and the Holding Company, with original members David Getz on drums and Peter Albin on bass — both of whom played on the Janis Joplin–era records, the 1967 Monterey Pop Festival, and the 1969 Woodstock Festival. Lead vocals on this tour are handled by Darby Gould (formerly of Jefferson Starship), who covers the Janis catalog. Tom Finch is on guitar.

    What time does the show start?

    Doors open at 6:00 PM. Show starts at 7:00 PM. The venue’s posted end time is approximately 10:30 PM.

    Where is the Historic Everett Theatre?

    2911 Colby Avenue, Everett, WA 98201. Two blocks west of Hewitt Avenue, in the heart of downtown Everett.

    How much are tickets?

    General Admission is $65. Senior/Military is $60. Family Pack (when buying 3 or more tickets in one order) is $55 per ticket. A small ticketing fee is added at checkout.

    Is there assigned seating?

    The venue’s listing offers General Admission tickets for this event, meaning seating is first-come, first-served within the 800-capacity room. Arriving close to doors at 6:00 PM is recommended for sight lines.

    What should I wear?

    The venue’s official event listing requests that attendees “dress up in your favorite 60’s hippie gear.” This is encouraged but not enforced. Tie-dye, fringe, bell-bottoms, headbands, and 1960s-era denim all welcome.

    Will Canned Heat play “On The Road Again” and “Going Up The Country”?

    The band’s current set list pulls from their full catalog of three worldwide hits — “On The Road Again,” “Going Up The Country,” and “Let’s Work Together” — alongside material from their 2024 album Finyl Vinyl, which was their first studio release in fifteen years and earned multiple Top 10 Blues Albums of the Year placements. Specific setlist for the Everett date has not been published in advance.

    Will Big Brother and the Holding Company play the Janis Joplin–era songs?

    Yes. Per the band’s official bio, lead vocalist Darby Gould performs the Janis catalog including “Piece of My Heart,” “Summertime,” “Ball and Chain,” “Down On Me,” “Me and Bobby McGee,” and “Mercedes Benz.” The venue’s listing specifically names “Piece of My Heart,” “Summertime,” “Ball and Chain,” and “Bye Bye Baby” as part of the show.

    Is the Historic Everett Theatre accessible?

    The Historic Everett Theatre is a 1901-built opera house with 1924 reconstruction. For specific accessibility questions including ADA seating and accessible entrances, contact the venue directly via the box office number listed on theeveretttheatre.org.

    Are food and drinks available at the venue?

    Concession options at the Historic Everett Theatre vary by event. Check the venue’s FAQ at theatreconcertconsulting.com/frequently-asked-questions for current concession details.

    Bottom Line

    Two of the bands that defined the late-1960s American rock canon — both with original members on stage, both with current studio material to back the catalog — are co-headlining one night at a 1901 opera house in downtown Everett for $65 a ticket on Friday, May 29. This is the kind of show Everett used to drive to Seattle to see. On May 29, Seattle is going to be driving here.

    Get the tickets. Wear the fringe. Show up at 6.

  • Everett’s $10.6M Stadium Design Vote Is Wednesday: What April 29 Means for the AquaSox and USL Soccer’s Future Here

    What’s at stake: On Wednesday, April 29 at 12:30 PM, Everett City Council will vote on whether to approve another $10.6 million for the downtown Outdoor Event Center — the future home of the AquaSox and two new United Soccer League teams (men’s and women’s). The vote covers $5.6M for property acquisition and $4.8M in contractor amendments. If approved, design hits 100% complete and the path opens toward a possible August project go-ahead vote, ground-breaking in September, and a late-2027 opening. If it doesn’t pass cleanly, the timeline starts to wobble.

    If you care about the AquaSox staying in Everett — and the city’s two incoming USL professional soccer teams actually having a place to play — Wednesday afternoon’s council vote matters more than any single game on the schedule this spring.

    Everett City Council is set to vote April 29 on a package of four items tied to the future Outdoor Event Center: an additional $10.6 million in spending, contract amendments with four project contractors worth $4.8 million, acceptance of a $7.4 million state Department of Commerce grant, and the addition of one more land parcel to the project’s acquisition list.

    The fan-perspective version of all that procedural language: Everett is one council vote away from finishing the design phase of a stadium that determines whether minor-league baseball stays here and whether professional soccer ever gets here at all.

    What the $10.6 Million Actually Buys

    The breakdown, per City of Everett project documents and reporting from the Snohomish County Tribune and HeraldNet:

    About $5.6 million is allocated to the costs of acquiring the properties needed to clear the stadium block — bounded by Hewitt Avenue, Pacific Avenue, Broadway, and the railroad tracks, one block east of Angel of the Winds Arena.

    About $4.8 million is for contract amendments with the four firms working on stadium design and pre-construction.

    The funding mechanism is an interfund loan — Everett borrows the money from its own general fund balance, then issues municipal bond debt to repay the loan. Long-term bonds backed against city tax revenues handle repayment. This is a way to move quickly on cash flow without holding up design while waiting for outside grants and bond markets.

    Counting earlier spending, the city has already invested about $7.2 million in capital funds into the project since site selection in late 2024. That money has gone toward environmental studies, conceptual design, and putting properties under purchase-and-sale agreements.

    The Real Number You Should Know

    The total project cost is now estimated at $120 million, up from the $82 million estimate the city used when it asked for $4.8 million in funding back in June 2025.

    The funding stack so far: roughly $17 million committed by the AquaSox and incoming USL ownership groups in exchange for 30-year leases (with operations and maintenance handled on-site and ticket and parking revenue shared with the city); $30+ million from other bonds repaid through lease and ticket revenue; and roughly 21% of the funding pie that, as of last week’s council presentation, is not yet identified.

    That 21% gap is the one to watch. City project staff said they intend to return to council in summer with more financial models, with possible sources including state, regional, and private dollars. “We are pursuing all possible options,” the project representative told the council.

    Why This Matters for the AquaSox

    Major League Baseball changed minor-league facility requirements in 2021. Funko Field, which has been the AquaSox’s home for decades, doesn’t meet the new standards. If Everett doesn’t build a compliant stadium, the AquaSox lose their MLB affiliation. They go away. The economic, cultural, and identity hit to the city would be real.

    Mayor Cassie Franklin has called the project a “once-in-a-generation opportunity” prompted by the league’s facility-standard changes. She framed Everett’s decision to put the stadium downtown — in late 2024 — as the city already making “tangible progress.” Wednesday’s vote keeps that progress moving.

    Why This Matters for USL Soccer

    The Outdoor Event Center is being designed as a true dual-purpose venue: artificial turf, the ability to convert the field between baseball and soccer in the span of a few hours, soccer played on the diamond’s infield, and a retractable mound. The plan calls for hosting two USL teams — a men’s team in either USL Championship or USL League One, and a women’s team in the USL Super League.

    This is why we don’t yet have team names, colors, kits, or a confirmed league level. Without an approved stadium plan, USL won’t finalize franchise placement. Without USL franchise placement, the city can’t fully market what the soccer side will look like. Wednesday’s vote moves the design from 60% complete (where it sits today) to 100% — and that opens the door for the August funding decision and the broader project go-ahead.

    The USL teams won’t be playing in 2026. The current target is a late-2027 opening, which means a 2028 inaugural season at the earliest. But every step on the design timeline is a step closer to seeing professional soccer in Everett.

    The Take

    This stadium project has been criticized — fairly — for cost growth. $82 million in June 2025 to $120 million today is a real escalation, and the 21% unidentified funding share is a legitimate concern.

    But the alternative — losing the AquaSox, losing the chance at USL, leaving the downtown stadium block as a parking lot — is worse. The downtown location is a significantly better long-term play than rebuilding at the existing Funko Field site. The dual-purpose design that makes baseball and soccer both work in one venue is genuinely innovative for a city Everett’s size. And the public-park amenities and walking loop in the design plan turn what could be a single-use box into a downtown asset that serves the city year-round.

    The April 29 vote isn’t the final yes. It’s the vote that lets the project finish its homework before the bigger August decision on the full project. If Everett wants to be a city where minor-league baseball thrives, professional soccer arrives, and the downtown stadium becomes the anchor of a real entertainment district next to Angel of the Winds Arena — Wednesday afternoon matters.

    How to Weigh In

    The City Council meeting is Wednesday, April 29 at 12:30 PM at 3002 Wetmore Avenue. Public comment is part of the council process for items like this. If you have a take — for or against — that’s the room and that’s the meeting where it lands.

    Frequently Asked Questions

    What is the Everett Outdoor Event Center?
    A planned 5,000-seat dual-purpose stadium in downtown Everett that will host the AquaSox baseball team and two new United Soccer League teams (one men’s, one women’s). It also includes an urban park and walking loop.

    When is the city council vote on the additional funding?
    Wednesday, April 29, 2026 at 12:30 PM at Everett City Hall (3002 Wetmore Avenue). The council will vote on four items tied to the project.

    How much will the stadium cost in total?
    The current total project cost estimate is $120 million, up from $82 million in June 2025. Property acquisition and business relocation alone is estimated at $35 million.

    When will the stadium open?
    The current project timeline targets construction starting in September 2026 and the stadium opening in late 2027, with a 2028 inaugural USL season at the earliest.

    Will the AquaSox leave Everett if the stadium isn’t built?
    Funko Field doesn’t meet the post-2021 MLB facility standards for affiliated minor-league teams. Without a compliant stadium, the AquaSox would lose their MLB affiliation and likely leave the city.

    What USL teams are coming to Everett?
    The city has agreements in place to host two USL teams — one men’s professional team and one women’s professional team. Specific league level (Championship vs League One for the men, Super League for the women), team names, colors, and ownership branding have not been publicly finalized pending stadium approval.

    Where will the stadium be located?
    On the block bounded by Hewitt Avenue, Pacific Avenue, Broadway, and the railroad tracks — one block east of Angel of the Winds Arena in downtown Everett. The city is acquiring 15 properties on that block to clear the site.

    Who pays for the stadium?
    A combination of city interfund loans repaid by long-term municipal bonds, $17 million committed by the AquaSox and USL teams (in exchange for 30-year leases), state Department of Commerce grants ($7.4 million pending council acceptance), and approximately $25 million still to be identified by July.