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Tag: Everett

  • 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.

    Related Exploring Everett Coverage

  • 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.

    Related Exploring Everett Coverage

  • 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.

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

    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

    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

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

    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.

  • Silvertips Take Game 1 Over Penticton 4-1: Anders Miller Solid, DuPont and Rudolph Score, Game 2 Saturday at 6:30 PM

    Silvertips Take Game 1 Over Penticton 4-1: Anders Miller Solid, DuPont and Rudolph Score, Game 2 Saturday at 6:30 PM

    Final score: Everett Silvertips 4, Penticton Vees 1. Landon DuPont opened the scoring and added an assist, fourth-line forward Hunter Rudolph buried the third-period dagger, and goaltender Anders Miller stopped 23 of 24 shots as the Tips took Game 1 of the WHL Western Conference Final at Angel of the Winds Arena on Thursday, April 23. Game 2 is Saturday, April 25 at 6:30 PM PT in Everett before the series shifts to Penticton.

    Everett picked up exactly where it left off in Round 2 — and the WHL’s hottest team is now one of three with a series lead in the conference finals.

    The Everett Silvertips opened the WHL Western Conference Final on Thursday night with a 4-1 win over the Penticton Vees at Angel of the Winds Arena. The win pushed Everett’s playoff record to 8-0 and gave them a 1-0 lead in the best-of-seven series.

    How Game 1 Went Down

    The Silvertips set the tone early. Landon DuPont, the 16-year-old phenom defenseman who’s been the postseason’s most quietly dominant player, opened the scoring late in the first period to send Everett into intermission with a 1-0 lead.

    The second period saw Everett extend the lead to 2-0. The Tips kept their defensive structure even as the Vees matched them shot-for-shot — both teams ended the period with 18 shots on goal, an unusually even shot count for a series opener at home.

    Penticton finally broke through early in the third on a goal from Ryden Evers, his seventh of the playoffs, cutting the deficit to 2-1 with most of the period still to play. For about five minutes, the building got quiet. The Vees had momentum.

    And then Hunter Rudolph happened.

    The fourth-line forward — exactly the kind of depth scorer championship teams find a way to get from — restored Everett’s two-goal lead at the 11:28 mark of the third. Kayd Ruedig sealed it with an empty-netter to make the final 4-1.

    Anders Miller Keeps Doing Anders Miller Things

    Goaltender Anders Miller stopped 23 of 24 shots, continuing the playoff run that has put him in WHL postseason record territory. His save percentage through the postseason continues to lead all goalies with nine or more games played, and through eight playoff games Everett’s combined goal differential is sitting in plus-territory that very few WHL teams ever post.

    Miller didn’t have to be miraculous on Thursday — Everett’s structure forced Penticton into low-percentage looks and the puck didn’t sit in dangerous areas for long. But every time the Vees did manufacture a clean chance, Miller swallowed it. That’s the version of Anders Miller that Everett needs four more times.

    What Game 1 Tells Us About This Series

    Three things stood out from Thursday night.

    First, DuPont is operating at a different level. The 16-year-old led Everett in playoff scoring entering the series and added another goal and assist in Game 1. Watching him retrieve pucks under pressure and make clean breakouts is one of the most fun things in junior hockey right now.

    Second, Everett’s depth is winning games. Hunter Rudolph isn’t on the scouting reports the Vees brought into the series — and that’s exactly the player who scored the back-breaker. Championship teams get goals from fourth-liners. Everett is getting them.

    Third, Penticton is not going away. Don’t let the 4-1 final fool you. The Vees matched Everett’s shot count for two periods, generated chances, and got an early third-period goal that legitimately changed momentum. They were the only team to beat Everett in regulation more than once during the regular season. This is going to be a series.

    Game 2: Saturday Night, 6:30 PM at Angel of the Winds

    Game 2 is Saturday, April 25 at 6:30 PM PT at Angel of the Winds Arena before the series shifts to Penticton’s South Okanagan Events Centre for Games 3 and 4. If Everett wins Saturday and takes a 2-0 lead on the road trip, this thing could go very quickly.

    If you’ve been thinking about getting to a playoff game this spring — Saturday is the one. The WHL Western Conference Final, at home, against the team that pushed Everett harder than anyone in the regular season. Tickets through the Silvertips and Angel of the Winds Arena box offices.

    The puck drops at 6:30 PM. Wear green.

    Frequently Asked Questions

    What was the final score of Silvertips Game 1 vs Penticton?
    Everett won 4-1 over the Penticton Vees on Thursday, April 23, 2026 at Angel of the Winds Arena.

    When is Silvertips Game 2 vs Penticton?
    Game 2 is Saturday, April 25 at 6:30 PM PT at Angel of the Winds Arena in Everett.

    Who scored for Everett in Game 1?
    Landon DuPont opened the scoring, Hunter Rudolph added the third-period insurance goal, and Kayd Ruedig sealed the win with an empty-netter. DuPont also recorded an assist.

    How did Anders Miller play in Game 1?
    Miller stopped 23 of 24 shots, continuing his record-pace playoff run. He has the highest save percentage of any WHL goaltender with nine or more games played this postseason.

    Where will the rest of the WHL Western Conference Final be played?
    Games 1 and 2 are at Angel of the Winds Arena in Everett (April 23 and 25). Games 3 and 4 shift to the South Okanagan Events Centre in Penticton, BC. Games 5, 6, and 7 (if necessary) alternate back to Everett and Penticton based on series standing.

    What is the Silvertips’ playoff record so far?
    Everett is 8-0 in the 2026 WHL playoffs after winning Game 1 on Thursday, having swept their first two opponents to advance to the Western Conference Final.

    Who is favored in the Silvertips vs Vees series?
    Everett enters as the No. 1 seed in the Western Conference after a 117-point regular season — the franchise’s best in 12 years. The Vees were the No. 2 seed. Everett also won the regular-season series 3-1, but Penticton handed them their only regular-season shutout loss.

  • USS Gridley Joins USS Nimitz for Chilean Port Visit on Carrier’s Final Overseas Cruise

    USS Gridley Joins USS Nimitz for Chilean Port Visit on Carrier’s Final Overseas Cruise

    Q: Where is USS Gridley right now and why does it matter to Everett?
    A: USS Gridley (DDG-101), homeported at Naval Station Everett, was moored pier-side at Valparaiso, Chile from April 17 to April 21, 2026, alongside USS Nimitz on the carrier’s final overseas deployment before its 2027 decommissioning. The two ships are circumnavigating South America as part of U.S. 4th Fleet’s Southern Seas 2026, a routine multinational engagement deployment publicly announced by U.S. Southern Command on March 23. Chilean President José Antonio Kast visited Nimitz during the port call.

    USS Gridley Joins USS Nimitz for Chilean Port Visit on Carrier’s Final Overseas Cruise

    One of Naval Station Everett’s five Arleigh Burke-class destroyers spent four days last week pier-side in Valparaiso, Chile, accompanying an aircraft carrier on what is publicly confirmed to be its last overseas deployment before decommissioning.

    USS Gridley (DDG-101) — homeported in Everett — moored alongside the pier at Valparaiso from April 17 through April 21, 2026, while the nuclear-powered aircraft carrier USS Nimitz (CVN-68) anchored in Chilean territorial waters nearby. The Navy released the port visit details through its public affairs channels and U.S. Southern Command news pages, including imagery and an on-board visit by Chilean President José Antonio Kast.

    The visit is the second scheduled stop along Southern Seas 2026, the U.S. 4th Fleet deployment that the Navy announced publicly on March 23, 2026. The strike group’s stated mission is partner-nation engagement and circumnavigation of South America en route to the U.S. East Coast. According to 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.

    For the Everett community, the headline is straightforward: Gridley — a destroyer Snohomish County families have watched come and go for years — is on a deployment of historic significance for the U.S. Navy.

    What Is Southern Seas 2026?

    Southern Seas is a recurring U.S. 4th Fleet deployment that has been conducted in various forms since the 1980s. It is not an exercise in the wartime sense; it is a multinational engagement deployment designed around port visits, passing exercises (PASSEXs) at sea, and ship-rider programs 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 announcing the deployment of Nimitz and Gridley to the SOUTHCOM area of responsibility. According to the announcement, the strike group’s published itinerary includes engagements with at least ten partner navies — among them Ecuador, Chile, and others not yet named publicly — through scheduled port visits and passing exercises along the South American coastline.

    The first published stop of the deployment was a bilateral engagement with the Ecuadorian Navy on April 7 and 8, followed by the Chilean port visit. The Navy has not publicly disclosed the strike group’s remaining itinerary, and we will not speculate on it here.

    Why This Particular Cruise Is Different

    The Nimitz-class aircraft carrier USS Nimitz (CVN-68) was commissioned in 1975. It is the lead ship of the class that still forms the backbone of the U.S. carrier fleet, and the Navy has publicly stated that Southern Seas 2026 is the carrier’s final operational deployment.

    After Nimitz returns to the East Coast, the ship begins a multi-year decommissioning process that the Navy has publicly projected to conclude in 2027. 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.

    For Gridley’s crew and their Everett families, that means this deployment is one Naval Station Everett families will tell each other about for years.

    The Chilean Port Visit, As The Navy Described It

    According to Navy and U.S. Southern Command public affairs releases, the April 17–21 stop in Valparaiso included:

    • A bilateral air engagement with the Chilean Air Force preceding arrival
    • A reception aboard Nimitz for senior Chilean government and military leaders
    • An on-board visit from Chilean President José Antonio Kast
    • A passing exercise at sea with the Chilean Navy frigate Capitán Prat after departure

    These details come exclusively from Navy.mil, the U.S. Southern Command news site, and DVIDS — all official public-affairs channels. We do not publish operational details beyond what those channels have released.

    USS Gridley And Naval Station Everett

    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, include:

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

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

    The base has been in the public conversation for the past five months because of the Navy’s 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. Snohomish County’s Military Affairs Committee, rebooted in February 2026, is working that question with the Washington congressional delegation.

    That work continues. In the meantime, Gridley and the rest of Naval Station Everett’s destroyer fleet do what destroyers do — train, deploy, escort carriers, return home, and start again.

    What This Means For Military Families In Everett

    Deployments are public; the day-to-day rhythm of life around them is not. For families connected to Gridley specifically, the resources at Naval Station Everett are unchanged from any other deployment cycle:

    • Fleet & Family Support Center (FFSC), 425-304-3735 — provides deployment readiness, spouse employment programs (FERP, MySECO, MySTeP), financial counseling, and reintegration support. Walk-in and appointment options at the main Everett location, with satellite hours at Smokey Point.
    • Child & Youth Programs (CYP) — the Child Development Center, Youth Programs, and the School Liaison Office handle continuity of care for children of deployed sailors, including school enrollment and special education advocacy across district lines.
    • USO Northwest — operates a center inside the Sea-Tac International Airport USO and supports homecoming logistics regionally.
    • American Legion Post 6 and the Everett Navy League Council — provide community connection points for families and veterans throughout the deployment cycle.

    None of these resources are new. The point of listing them now is the same point that’s true any time a homeport ship is downrange: the support infrastructure is local, it’s free for eligible families, and the people who staff it are reachable by phone today.

    The Bigger Picture For Everett

    Naval Station Everett’s footprint on Snohomish County is significant. The base employs thousands of military and civilian personnel directly, supports a regional supply-chain ecosystem of contractors, and anchors the demand for off-base housing, schools, healthcare, and local services from Mukilteo to Marysville. Every deployment cycle ripples through that ecosystem.

    The high-profile nature of this particular deployment — Nimitz’s final cruise, a Chilean head-of-state visit, the historical weight of the Nimitz name retiring — gives Gridley’s crew and their families something most homecomings won’t have: a story with national scope.

    When the strike group eventually returns home (Nimitz to Norfolk, Gridley to Everett), the Everett portion of that homecoming will be a Naval Station Everett pier event under standard family-support and base-access procedures. The Navy and base public affairs will release timing publicly when that timing exists. We do not have it now and will not speculate.

    Frequently Asked Questions

    Is USS Gridley deploying or returning?

    Deploying. Per the Navy’s March 23, 2026 announcement, USS Gridley deployed with USS Nimitz to the U.S. Southern Command area of responsibility for Southern Seas 2026. The two ships are currently transiting the South American coastline.

    When will USS Gridley return to Everett?

    The Navy has not publicly released a return date. Once the Navy or Naval Station Everett public affairs releases an official homecoming date, the base will publish family information through standard channels.

    Was anyone from Naval Station Everett at the Chilean port visit?

    USS Gridley’s crew was pier-side at Valparaiso April 17–21, 2026. The Navy released the photos publicly through DVIDS. The Navy did not publicly release the names of any individual crewmembers below flag rank, and neither will we.

    Why is this Nimitz’s final deployment?

    USS Nimitz (CVN-68) was commissioned in 1975. The Navy has publicly stated the carrier will be decommissioned in 2027 after this deployment. Nimitz-class carriers are nuclear-powered, and the decommissioning process — including reactor defueling — takes multiple years.

    Does Naval Station Everett homeport an aircraft carrier?

    No. Naval Station Everett has a carrier-capable deepwater pier but does not currently homeport an aircraft carrier. The base homeports five Arleigh Burke-class destroyers and several Coast Guard cutters.

    Where can military families in Everett get deployment support?

    The Naval Station Everett Fleet & Family Support Center is reachable at 425-304-3735. Walk-in and appointment-based services include deployment readiness, spouse employment programs, and financial counseling. Smokey Point has satellite hours.

    What happens to Naval Station Everett if FF(X) doesn’t homeport here?

    That question is unresolved. Snohomish County’s Military Affairs Committee — rebooted on February 23, 2026 — is actively engaging the Washington congressional delegation on FF(X) homeport options. The Navy has not publicly named an FF(X) homeport as of this writing.

    What ships did the Chilean Navy operate alongside Gridley?

    According to Chilean and U.S. Navy public releases, the Chilean Navy frigate Capitán Prat conducted a passing exercise with USS Nimitz and USS Gridley after the Valparaiso port visit. No further joint ship details were released publicly.

    Sources

    • U.S. Navy Press Office: “Chile Welcomes Nimitz Carrier Strike Group” (Navy.mil, April 2026)
    • U.S. Southern Command: “Chile Welcomes Nimitz Carrier Strike Group” (Southcom.mil, April 2026)
    • U.S. 4th Fleet: “U.S. 4th Fleet Announces Southern Seas 2026 Deployment” (March 23, 2026)
    • Defense Visual Information Distribution Service (DVIDS) imagery release
    • U.S. Naval Institute News: USNI Fleet and Marine Tracker, April 20, 2026
    • Stars and Stripes coverage of Chilean president visit, April 20, 2026
    • Naval Station Everett public affairs and CNIC NW base information

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  • Two Years In at Paine Field: ZeroAvia’s Hydrogen-Electric Bet on Everett’s Aerospace Future

    Two Years In at Paine Field: ZeroAvia’s Hydrogen-Electric Bet on Everett’s Aerospace Future

    Q: What is ZeroAvia doing at Paine Field in Everett?
    A: ZeroAvia operates a 136,000-square-foot Propulsion Center of Excellence at Paine Field — its first U.S. manufacturing facility — where it builds electric motors and power electronics for hydrogen-electric aircraft engines. The center opened on April 24, 2024, with then-Governor Jay Inslee, Rep. Rick Larsen, and Rep. Suzan DelBene in attendance. It marks its second anniversary today, and the company is targeting hydrogen-electric powertrains capable of 300-mile flights in 10- to 20-seat aircraft by the end of 2026.

    Two years ago today, on April 24, 2024, a hydrogen-electric aviation startup named ZeroAvia cut the ribbon on its first U.S. manufacturing facility at Paine Field. The 136,000-square-foot Propulsion Center of Excellence was the largest single bet at the time on the idea that the next generation of regional aircraft wouldn’t burn jet fuel.

    Two years later, the building is still here. The bet is still live. And Everett is quietly the most important physical address in North American hydrogen aviation.

    For a city defined by Boeing’s twin-aisle wide bodies and the new 737 MAX North Line ramping up across the airfield, ZeroAvia’s anniversary is the story most aerospace coverage forgets to tell. It is the story of what comes after Boeing — not as a replacement, but as the next layer on top of the supply chain Boeing built. And it is happening on the same airfield, two miles from where the 777X is being prepared for its first production flight.

    What ZeroAvia actually builds

    ZeroAvia’s core technology is a hydrogen-electric powertrain. Hydrogen fuel cells generate electricity. That electricity drives high-output electric motors. The motors spin propellers. Water vapor comes out the back instead of CO₂. The energy density of hydrogen — roughly 100 times that of the best lithium-ion batteries — 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 Propulsion Center of Excellence at Paine Field is where ZeroAvia builds the electric motors and the power electronics that go inside the powertrain. The facility supports both the company’s own 600kW (ZA600) and 1.8MW-class (ZA2000) propulsion systems and a separate components business that sells motors and inverters to other electric and hybrid aviation programs.

    That second piece matters. It means the Everett facility doesn’t depend on ZeroAvia winning the entire hydrogen aviation market by itself. Every electric aircraft program that needs an aviation-grade motor is a potential customer for components built at Paine Field.

    Why Paine Field

    ZeroAvia chose 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. Test labs. Avionics integrators. Every one of those companies makes ZeroAvia’s 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. The IAM 751 Machinists Institute training pipeline that feeds the 737 North Line is the same pipeline ZeroAvia can recruit from. Aviation-grade manufacturing skills do not have a propulsion bias.

    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 work directly on the airfield — adjacent to the manufacturing floor, not flown to a distant test site.

    The state’s leaning in. The Washington State Department of Commerce supported the original site selection with a state grant, citing aerospace cluster development and decarbonization as joint policy goals. The bipartisan congressional delegation showed up for the ribbon cutting in 2024 — Rep. Larsen, who represents Paine Field, and Rep. DelBene, whose district neighbors it.

    What’s actually happening on the ground in 2026

    ZeroAvia’s public roadmap targets a 300-mile range hydrogen-electric powertrain in a 10- to 20-seat aircraft by the end of 2026 — the kind of aircraft that today flies short regional routes on twin-turboprops like the Cessna Caravan or Britten-Norman Islander. The next step on the roadmap is a 700-mile-range, 40- to 80-seat powertrain by 2028, the size class served today by the De Havilland Canada Dash 8 and ATR 42/72.

    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 is not transcontinental airlines. It is 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.

    That is a multi-year, certification-gated process. The 2026 timeline is the powertrain target, not a passenger-carrying delivery date. Aircraft integration, supplemental type certification, and operator approval are separate gates that follow. But the manufacturing capability that has to exist before any of that happens is the part being built right now, on the floor of the Everett Propulsion Center of Excellence.

    Why this matters for Everett

    Two years in, ZeroAvia at Paine Field represents three things Everett’s aerospace economy historically has not had at scale.

    A second propulsion technology base. For decades, the propulsion expertise on the airfield has been turbofan-and-turboprop. The hydrogen-electric workforce ZeroAvia is building — power electronics engineers, fuel cell technicians, high-voltage motor specialists — is a parallel skillset that did not exist locally before 2024.

    A startup-scale aerospace OEM. Boeing employs roughly 31,000 people in Everett and Snohomish County. ZeroAvia is a fraction of that headcount. But it is one of a small but growing cohort of aerospace startups choosing Paine Field over Mojave or San Diego or Long Beach. Eviation. Joby Aviation’s testing partners. Portal Space Systems in Bothell. Each of those names adds a different cell to the local aerospace lattice.

    A bet on what comes next. Hydrogen-electric flight is unproven at commercial scale. The technical risk is real. The certification path is slow. But the industry consensus — including from Airbus, which has a separate hydrogen aircraft program of its own — is that some version of this technology will be in commercial service by the early-to-mid 2030s. Everett is where the U.S. version of that future is being engineered.

    What the next year looks like

    The end-of-2026 powertrain target is the single biggest near-term milestone on ZeroAvia’s roadmap. Watch for: ground test demonstrations of the integrated 600kW system, FAA engagement on the supplemental type certification path for the launch aircraft platform, and component shipments from Paine Field to the customer airframers integrating ZeroAvia’s powertrain into existing certified airframes.

    For locals, the most visible signal will be hiring. ZeroAvia has not published Everett-specific headcount targets, but the company has indicated it intends to grow its U.S. operations meaningfully as the powertrain moves toward production. Job postings for power electronics engineers, manufacturing technicians, and propulsion test engineers — based at Paine Field — will be the leading indicator.

    Two years ago today, ZeroAvia opened a building. Two years from today, the question is whether the building has produced a powertrain anyone can fly. Everett’s answer to that question matters more than most cities realize.

    Frequently Asked Questions

    What is ZeroAvia?
    ZeroAvia is a U.S.- and U.K.-based aviation startup developing hydrogen-electric powertrains for regional aircraft. Hydrogen fuel cells generate electricity that drives high-output electric motors, with water vapor as the only emission.

    When did ZeroAvia open its Paine Field facility?
    The 136,000-square-foot Propulsion Center of Excellence officially opened on April 24, 2024, with then-Washington Governor Jay Inslee, Rep. Rick Larsen, and Rep. Suzan DelBene in attendance.

    What does ZeroAvia build at Paine Field?
    The facility manufactures electric motors and power electronics for ZeroAvia’s own hydrogen-electric powertrains and for sale as components to other electric and hybrid aviation programs.

    How big is ZeroAvia’s powertrain target for 2026?
    ZeroAvia is targeting a hydrogen-electric powertrain capable of 300-mile range in 10- to 20-seat regional aircraft by the end of 2026. A larger 700-mile, 40- to 80-seat powertrain is targeted for 2028.

    Why did ZeroAvia choose Paine Field?
    Snohomish County’s aerospace supply chain (more than 1,350 aerospace establishments), the local skilled workforce, Paine Field’s runway and FAA infrastructure for propulsion testing, and Washington state economic-development support were all cited factors.

    How does this fit with Boeing’s Everett operations?
    ZeroAvia and Boeing are not direct competitors. ZeroAvia builds hydrogen-electric propulsion for regional aircraft (10–80 seats), while Boeing’s Everett operations focus on commercial wide bodies, the 737 North Line, and the KC-46 tanker. Both depend on the same Snohomish County aerospace workforce and supply chain.

    When could a hydrogen-electric aircraft using ZeroAvia powertrains carry passengers?
    The end-of-2026 target is the powertrain itself, not passenger service. Aircraft integration, supplemental type certification, and operator approval are separate gates. Industry consensus puts commercial hydrogen-electric service in the early-to-mid 2030s timeframe.

    Is ZeroAvia hiring at Paine Field?
    The company has indicated it intends to grow U.S. operations as the powertrain moves toward production. Job postings for power electronics engineers, manufacturing technicians, and propulsion test engineers based at Paine Field are the leading indicator of expansion.

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