Exploring Everett - Tygart Media

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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.

  • Port Gardner: The Complete 2026 Guide to Everett’s Second-Oldest Neighborhood, Rucker Hill, and the Original 50-Acre Townsite

    Port Gardner: The Complete 2026 Guide to Everett’s Second-Oldest Neighborhood, Rucker Hill, and the Original 50-Acre Townsite

    Quick answer: Port Gardner is Everett’s second-oldest neighborhood, platted in 1890 by Bethel J. and Wyatt Rucker as the original 50-acre townsite of the Everett Land Company. It stretches from Possession Sound and Port Gardner Bay east to the Snohomish River, and from a combination of Hewitt and Pacific avenues south to 41st Street. The neighborhood is anchored by Rucker Hill — a Rucker-era residential bluff listed on the National Register of Historic Places — and by some of the most architecturally significant homes in the Pacific Northwest, including the 1905, 13,000-square-foot Rucker Mansion. Today Port Gardner is one of Everett’s most settled, walkable, water-view neighborhoods, with the Port of Everett’s Waterfront Place a fifteen-minute walk down the hill.

    Where Port Gardner Begins and Ends

    The Port Gardner Neighborhood Association draws the boundaries clearly:

    • West: Port Gardner Bay and Possession Sound
    • East: The Snohomish River
    • North: A combination of Hewitt Avenue and Pacific Avenue
    • South: 41st Street

    That puts Port Gardner directly south of Northwest Everett and directly west of Bayside, with downtown Everett 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 — 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.

    Living in Port Gardner Today

    Talk to people who have lived in Port Gardner for twenty or thirty years and a few themes come up over and over:

    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.

    The 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 at Waterfront Place, Jetty Landing — is a flat fifteen-minute walk down the hill.

    The 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.

    How Port Gardner Compares to Its Neighbors

    Port Gardner sits between two of the other historic centerpiece neighborhoods of Everett:

    • To the north — Northwest Everett — anchored by Everett Community College, Grand Avenue Park, and the Grand Avenue bluff.
    • To the east — Bayside — between Port Gardner and the river, with a different residential character.
    • To the south — Boulevard Bluffs and View Ridge–Madison — newer family-oriented neighborhoods with newer schools and parks.

    What separates Port Gardner from each of those is the original-townsite story. Northwest Everett is the city’s historic core. Port Gardner is its first chapter.

    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 is 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, Casino Road, Boulevard Bluffs, View Ridge–Madison, Pinehurst-Beverly Park — exists because the Ruckers stood on this hillside in 1890 and decided where the streets should go.

    Frequently Asked Questions

    What are the boundaries of Port Gardner?

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

    When was Port Gardner platted?

    1890, by Bethel J. and Wyatt Rucker, as the original 50-acre townsite of the Everett Land Company.

    Where did the name come from?

    Captain George Vancouver named the bay in 1794 for his patron and former commander, Alan Gardner. The name originally applied more broadly to the Saratoga Passage but narrowed over time to mean the water in front of present-day Everett.

    What is Rucker Hill?

    The bluff above the bay where the Rucker family and Everett’s founding-era peers built their homes. The Rucker Hill Historic District is listed on the National Register of Historic Places. The Rucker Mansion (1905, 13,000 square feet, Federal Revival) is the centerpiece.

    Can I walk through Port Gardner?

    Yes. Historic Everett publishes a self-guided walking tour at historiceverett.org/walkingtour/PortGardner.html that covers the most significant homes. The route is one of the best ways to see four or five architectural periods on a single block.

    Is the Rucker Mansion open to the public?

    No. The Rucker Mansion is privately owned. The exterior remains visible from the public right-of-way and is a regular stop on Historic Everett walking tours.

    What’s nearby?

    Downtown Everett is a short walk to the north. Grand Avenue Park sits inside the neighborhood. The Port of Everett’s Waterfront Place — Boxcar Park, Fisherman’s Harbor restaurants, Jetty Landing — is a flat fifteen-minute walk down the hill.

    Related Exploring Everett Coverage

  • What the Lenora Stormwater Project Means If You Live or Walk in Lowell: A 2026 Resident’s Guide to the $8.7M Facility on S 1st and Lenora

    What the Lenora Stormwater Project Means If You Live or Walk in Lowell: A 2026 Resident’s Guide to the $8.7M Facility on S 1st and Lenora

    If you live in Lowell, walk the Lowell Riverfront Trail, or drive S 1st Avenue every day, here is what the new Lenora Stormwater Treatment Facility actually means for your neighborhood. Construction starts in April 2026 on a 0.27-acre city-owned lot at the corner of Lenora Street and S 1st Avenue, right next to Lowell Riverfront Park. The whole thing — $8.73 million — is paid for by a Washington State Department of Ecology grant, which is why it is not on your Everett utility bill.

    What’s Actually Going In Down the Street

    The corner where the new facility is being built is small — just under a third of an acre. Most Lowell residents have driven past it hundreds of times without noticing it as anything special. After construction, what you will see at ground level is a small landscaped surface with bioretention cells, a low-profile access path, and a city interpretive sign explaining what the facility does.

    The technology underneath is a five-cell Filterra Bioscape system. Two of the five cells will be fully operational at opening; the city designed the site so the remaining three cells can be brought online as Lowell’s drainage subbasins develop further. The bottom line for anyone walking by: this is not a treatment plant in the visual sense. It is a small, landscaped intersection upgrade with serious water-quality machinery underneath.

    Why It Matters Specifically to Lowell

    Lowell sits on a low riverfront bench between the Snohomish River and the BNSF tracks. Three small drainage subbasins — LW-9, LW-10, and LW-11, totaling 146.10 acres — concentrate fast during rain events and run toward the Marshland Canal, which empties into the river. That geography is exactly what creates the water-quality problem the Lenora facility is designed to fix.

    The runoff coming off Lowell streets, parking lots, and roofs carries the standard menu of urban stormwater pollutants:

    • Suspended solids that cloud the river and smother salmon spawning gravel.
    • Petroleum hydrocarbons from oil and fuel.
    • Dissolved copper from vehicle brake pads — acutely toxic to juvenile salmon at very low concentrations.
    • Dissolved zinc from tire wear, galvanized metal, and roofing.
    • Total phosphorus, which drives summer algae blooms downstream.

    The salmon question is not abstract. The Snohomish River system is salmon-bearing, and the stretch downstream of Lowell — toward the river mouth, Possession Sound, and Jetty Island — is exactly the kind of habitat that benefits most from removing dissolved copper and zinc upstream of where juvenile salmon swim through.

    Why It’s Not on Your Bill

    This is the part most Lowell residents will care about most directly. The Lenora facility is funded by Washington State Department of Ecology Water Quality Combined Financial Assistance Agreement WQC-2025-EverPW-00177 in the amount of $8,733,920 — effectively the full project cost.

    Everett residents are already absorbing other utility-related conversations: the proposed $10.74-per-month utility tax hike going through City Council as part of the 2027 budget decision. The Lenora project is structurally separate. The state Ecology grant pays for it. The proposed utility tax is a different revenue mechanism for general fund purposes. Don’t conflate the two.

    What to Expect on the Lowell Riverfront Trail

    If your routine includes walking the Lowell Riverfront Trail, this is the practical part. The construction site is right at the corner of S 1st Avenue and Lenora Street, immediately adjacent to Lowell Riverfront Park. Expect:

    • Periodic construction activity through spring and summer 2026 — equipment, staging, deliveries.
    • Possible short trail detours along the affected segment near the corner; Public Works will post signage if a closure is necessary.
    • The trail itself stays intact. The facility footprint is at the edge of the park, not inside it. Day-of-day walkers, runners, and dog-walkers should be able to maintain their routine with minor reroutes.

    Why an $8.7M Stormwater Project Outranks the Stadium for Lowell Specifically

    For most of Everett, the spring 2026 construction headlines have been about the $10.6M downtown stadium interfund loan vote and the 300 new waterfront apartments at the Millwright District. Both matter to the city as a whole. Neither is what changes the river running past your house if you live in Lowell.

    The Lenora Stormwater Treatment Facility is the project that does. Removing dissolved copper and zinc from 146 acres of runoff before it reaches the Marshland Canal is the kind of upstream water-quality work that determines whether the river running through Lowell stays a credible salmon habitat over the next decade. That is a small project doing big work.

    Frequently Asked Questions

    When does construction start?

    April 2026.

    How long will construction last?

    The city has not published a final completion date publicly. Most facilities of this scope and footprint take several months to a year to complete; Public Works will post on-site signage with the active schedule once construction is underway.

    Will I be able to use the Lowell Riverfront Trail this spring and summer?

    Yes — with minor reroutes possible. Expect periodic construction activity at the corner and possible short detours. The trail itself stays open; the facility footprint is at the edge of the park.

    Will the project raise my utility bill?

    No. The Washington State Department of Ecology grant pays for the project. The proposed Everett utility tax hike is a separate matter at City Council and is unrelated to the Lenora project.

    Will I be able to see the facility from the trail?

    Yes. The Filterra system has surface elements — bioretention cells and access path — visible at ground level, and the city’s Public Works department typically installs an interpretive sign explaining what the facility does.

    Why this corner specifically?

    The site is city-owned, sized correctly for the Filterra Bioscape system, located at the convergence of three drainage subbasins (LW-9, LW-10, LW-11) and adjacent to a publicly accessible park, which makes operations and public education easier.

    Related Exploring Everett Coverage

  • Everett’s Lenora Regional Stormwater Treatment Facility: The Complete 2026 Guide to the $8.7M Lowell Project Cleaning the Snohomish River

    Everett’s Lenora Regional Stormwater Treatment Facility: The Complete 2026 Guide to the $8.7M Lowell Project Cleaning the Snohomish River

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

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

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

    Where It Is and What It Does

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

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

    What Gets Removed From the Runoff

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

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

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

    The Funding Story

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

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

    Why Lowell Needed This

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

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

    How It Fits Everett’s Bigger Stormwater Picture

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

    What It Means for the Lowell Riverfront Trail

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

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

    Frequently Asked Questions

    Where exactly is the Lenora Stormwater Treatment Facility?

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

    How is it funded?

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

    Will it raise my Everett utility bill?

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

    What pollutants does it remove?

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

    Where does the treated water go?

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

    How big is the drainage area being treated?

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

    Will the Lowell Riverfront Trail close?

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

    Related Exploring Everett Coverage

  • For Navy Families at NAVSTA Everett: A Practical 2026 Guide to USS Gridley’s Southern Seas Deployment Aboard USS Nimitz’s Final Cruise

    For Navy Families at NAVSTA Everett: A Practical 2026 Guide to USS Gridley’s Southern Seas Deployment Aboard USS Nimitz’s Final Cruise

    If you have a sailor on USS Gridley right now, this is the cruise your family will tell stories about for years. A practical 2026 guide for Navy families at Naval Station Everett — what Southern Seas 2026 looks like operationally, the Ombudsman touchpoints and Fleet & Family Support Center resources you should already have bookmarked, the deployment-readiness checklist that matters most for the second half of the cruise, and what “Nimitz’s final overseas deployment” actually means for the rest of 2026.

    The Cruise, in Plain Family Language

    USS Gridley (DDG-101) is the only Arleigh Burke-class destroyer publicly assigned to the Nimitz Carrier Strike Group on Southern Seas 2026. Per U.S. Naval Forces Southern Command, the strike group is conducting partner-nation engagement and circumnavigating South America en route to Naval Station Norfolk, Virginia. The Navy has publicly confirmed this is USS Nimitz’s final overseas deployment before her 2027 decommissioning.

    What that means in family-readiness terms: a multi-month deployment with port visits in partner-nation harbors, passing exercises at sea with multiple partner navies, and an East Coast arrival rather than a West Coast return. Gridley returns to Naval Station Everett separately, on a schedule the Navy has not publicly disclosed. For planning purposes, do not assume a specific return date.

    Where the Strike Group Has Been Confirmed So Far

    • March 7, 2026: Nimitz departed Bremerton.
    • April 7–8, 2026: Bilateral engagement with the Ecuadorian Navy.
    • April 17–21, 2026: Port visit to Valparaiso, Chile. President Kast came aboard Nimitz; Gridley moored pier-side. PASSEX with Chilean Navy frigate Capitán Prat after departure.

    The remainder of the itinerary has not been publicly disclosed. Family-side communications about future stops should come through the Command Ombudsman, not from speculation. We will not speculate here either.

    The Family-Readiness Checklist for the Rest of the Cruise

    If your family is mid-deployment, the touchpoints that matter most for the second half of the cruise are:

    1. Stay on the Command Ombudsman’s distribution list. The Ombudsman is the official conduit for unclassified command-to-family communications and the place that information about scheduled returns, port visits, and family-day events is released first. Confirm your contact email and phone number with the Ombudsman are current.
    2. Use Fleet & Family Support at Naval Station Everett. The FFSC at NAVSTA Everett (2000 West Marine View Drive) runs deployment-support programs, financial counseling, employment services, and clinical and non-clinical counseling — all at no cost to active-duty service members and dependents. Walk-in hours, classes, and counseling appointments are available; the FFSC front desk can connect families to the right service.
    3. Check that DEERS, ID cards, Tricare, and emergency-contact records are current. The single biggest avoidable problem during a long deployment is an expired family-member ID card or a stale DEERS record. A quick check on milConnect resolves most of it without a base trip.
    4. Use the Military and Family Life Counseling (MFLC) program. Non-medical, confidential counseling for service members and family members, with no record kept in the medical file. NAVSTA Everett has MFLC counselors assigned; the Ombudsman or FFSC can connect you.
    5. Build the homecoming plan early. Because the strike group’s return is to Norfolk and Gridley returns to Everett separately, plan for the possibility that the carrier-side homecoming images and the Everett-side homecoming for Gridley happen on different timelines. Stay flexible until the Ombudsman has a confirmed date.

    What’s Different About This Cruise for Naval Station Everett Families

    Two things are unusual about this deployment relative to a typical Gridley underway:

    The first is the historical weight. Nimitz, commissioned in 1975, is the lead ship of the Nimitz class — the backbone of the U.S. carrier fleet for half a century. The Navy has publicly confirmed Southern Seas 2026 is the carrier’s final operational deployment. Among Naval Station Everett’s five Arleigh Burke destroyers, Gridley is the one carrying the ensign alongside Nimitz for that final cruise. That is the part of the deployment your sailor will be telling family stories about for the next twenty years.

    The second is the geography. South American port visits and partner-nation engagement are different in tempo and texture from the Western Pacific deployments Naval Station Everett ships often run. Time-zone difference is smaller. Family communications can be more predictable. Port visit windows tend to be a few days at a time in major partner harbors. None of that changes the operational tempo for the sailor, but it does change the rhythm for the family at home.

    Resources Worth Bookmarking

    • NAVSTA Everett Fleet & Family Support Center — front desk and program directory; free deployment, financial, and counseling support for all active-duty service members and dependents.
    • NAVSTA Everett Galaxy Single Sailor Center / MWR — for the dependent and family-day side of homecoming.
    • Military OneSource (1-800-342-9647) — 24/7 information and referral, and short-term non-medical counseling.
    • Tricare West Region — coverage details, referrals, and the eligibility portal.
    • milConnect — DEERS update, ID card renewals, family member enrollments.
    • Command Ombudsman — your most important contact for the duration of the deployment.

    The Questions Other Families Are Asking

    When does Gridley get back to Everett?

    The Navy has not publicly disclosed Gridley’s return date. Family-confirmed information will come through the Command Ombudsman. Do not plan from rumors.

    Should we travel to Norfolk for Nimitz’s homecoming?

    Nimitz’s arrival is the end of the carrier’s overseas deployment, but it is not Gridley’s homecoming. Gridley returns to Naval Station Everett on a separate schedule. Many Naval Station Everett families will choose to wait for the Everett-side homecoming, but personal plans are personal — the Ombudsman can confirm the carrier’s published events.

    Can the sailor call home from a port visit?

    Communications during port visits depend on the operational schedule and on the in-port routine. Sailors typically have communication options ranging from cell-phone roaming to base-ashore Wi-Fi. Specifics are command-discretionary; do not plan calls without your sailor’s confirmation.

    What’s the difference between a PASSEX and a port visit?

    A passing exercise (PASSEX) is a brief at-sea operation with a partner navy — typically a ship maneuver and signals exchange — and does not involve a stop in port. A port visit is a multi-day stop in a partner harbor with shore-side activity for the crew and bilateral engagement events.

    How is this different from past Gridley deployments?

    The cadence and tempo are familiar to families who have been through prior Southern Seas or Pacific Fleet deployments. What is different is Nimitz’s final-cruise status — Gridley is the only destroyer publicly assigned to Nimitz on her last underway period. That is operationally significant in a way most cruises are not.

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

    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

    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

    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

    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.

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

    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

    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.