Tag: Public Works

  • Tacoma’s Mid-Biennium Budget Reset: How the City Closed a $24 Million Gap Without Gutting Public Safety

    Tacoma’s Mid-Biennium Budget Reset: How the City Closed a $24 Million Gap Without Gutting Public Safety

    When the Tacoma City Council gaveled through its Mid-Biennium Budget Modification on October 28, 2025, it did something every business owner in Pierce County understands intuitively: it looked at the books halfway through the cycle, saw that the numbers had moved, and adjusted before the gap got worse. For a $4.7 billion organization, that is not a small course correction. It is the difference between a managed slowdown and a crisis.

    If you run a storefront on Pacific Avenue, manage a warehouse in the Tideflats, or sign the checks for a contracting crew that bids on city work, the way Tacoma balanced its 2025-2026 budget at the midpoint tells you a great deal about the next eighteen months. Here is what actually changed, why it changed, and what it means for the people who keep this city’s economy moving.

    The Numbers Behind Tacoma’s 2025-2026 Budget

    Tacoma operates on a two-year (biennial) budget. The 2025-2026 plan that the Council adopted in December 2024 totaled roughly $4.7 billion across all funds, with about $635 million committed to the General Fund — the discretionary pot that pays for police, fire, parks, libraries, and the day-to-day services residents actually touch.

    That General Fund figure is worth sitting with. At roughly $635 million for the biennium, it represents about a 4% increase over the $615.2 million in the 2023-2024 budget and a 21% jump from the 2021-2022 cycle, according to the city’s Budget in Brief. Spending has been climbing steadily. The question Tacoma had to answer in October was whether revenue could keep pace — and the honest answer was that it could not, at least not without adjustments.

    Why a Mid-Biennium Modification Was Necessary

    Washington cities are required to revisit their budgets at the midpoint of each biennium. But Tacoma’s 2025 modification was driven by more than statutory housekeeping. The city was staring down a structural deficit — the built-in gap between ongoing costs and the revenue that reliably comes in to cover them.

    Reporting from The Center Square pegged that lingering gap at roughly $24 million as the city worked through its planning. To close it, the city leaned on a mix of staff reductions and one-time savings: about $5.6 million was tied to 26 position cuts, most of them filled rather than vacant, with another $1.4 million pulled from projected vacancy savings. Even after those moves, the city still had to identify additional cuts to bring the ledger into balance.

    This is the part local operators should not gloss over. A structural deficit is not a one-time hole you patch and forget. It signals that the city’s baseline obligations — wages, benefits, contracts, debt service — are growing faster than its baseline revenue. When that happens, the pressure does not disappear after one budget cycle. It carries forward, and it shapes how aggressively the city pursues fees, taxes, and code enforcement in the years ahead.

    Where the Money Is Going: Public Safety Leads

    Even with the belt-tightening, Tacoma protected its core. Roughly two-thirds of the General Fund goes to the Police and Fire departments, and the adopted budget added funding to both, according to the city’s budget materials. The mid-biennium modification continued that emphasis, directing money toward public safety, community health, and housing stability while pushing for internal efficiencies elsewhere.

    The city also folded in newer approaches to safety. Alternative response programs — sending the right responder to the right call rather than defaulting to an armed officer for every situation — remained a funded priority, alongside resources for mental health and chemical dependency treatment and enhanced crisis intervention. For business owners in districts that deal with street-level challenges, these programs are not abstractions. They shape how quickly a call gets answered and what kind of help shows up.

    Capital Projects and the Six-Year Horizon

    Tacoma plans its big-ticket investments — road reconstruction, facility upgrades, utility infrastructure — through a six-year Capital Facilities Plan. The 2025-2030 CFP lives inside the larger budget book and represents the city’s long-range bet on where physical investment should flow.

    The mid-biennium modification touched the capital side as well, with the Council adopting both operating and capital budget ordinances to reflect new grants, revised revenue projections, and updated Council priorities. New grant dollars matter enormously here: when the city captures outside funding for a watershed, a corridor, or a facility, those dollars stretch local money further and often open bid opportunities for Pierce County contractors. If your firm does any work that touches public infrastructure, the CFP is the document you should be reading before your competitors do.

    The Liability Fund and Other Quiet Line Items

    Not every budget adjustment grabs headlines, but some carry real weight. Among the larger new expenses in the modification was an additional roughly $8 million directed to the city’s third-party liability fund — the reserve Tacoma draws on to cover claims and settlements against the city. A growing liability reserve is a defensive line item; it reflects either rising claim costs, a deliberate move to shore up reserves, or both. Either way, it is $8 million that cannot go to a new program, and it underscores how much of a modern municipal budget is consumed by obligations that have nothing to do with new services.

    What This Means for Tacoma Businesses

    Strip away the accounting language and a few practical signals emerge for anyone operating in Tacoma or the broader Pierce County market.

    First, revenue pressure tends to flow downhill. When a city faces a structural deficit, it scrutinizes every revenue stream — including the business and occupation (B&O) tax, sales tax remittances, and licensing fees that local employers pay. Tacoma’s combined sales tax rate sits at 10.4% for 2026, near the top of the state. That rate shapes consumer behavior and your margins, and in a tight budget year the city has little appetite for cutting it.

    Second, the public-safety emphasis is a stabilizing signal. A city that protects police, fire, and alternative-response funding even while cutting elsewhere is one that understands a safe commercial district is an economic asset, not a line item to gut. That is a reasonable bet for business owners to factor into their own location and investment decisions.

    Third, the grant-funded capital pipeline is where opportunity lives. The contractors and suppliers who track the Capital Facilities Plan and the city’s active projects portal position themselves for work that the rest of the market only learns about after the bid closes.

    Frequently Asked Questions

    What is Tacoma’s total 2025-2026 budget?

    Tacoma’s 2025-2026 biennial budget totals roughly $4.7 billion across all funds, with approximately $635 million allocated to the General Fund that pays for core services like police, fire, parks, and libraries. The budget was originally adopted by the City Council in December 2024 and modified at the midpoint in October 2025.

    What was the Mid-Biennium Budget Modification?

    It was a set of operating and capital budget ordinances the City Council adopted on October 28, 2025, amending the 2025-2026 budget to reflect updated revenue and expense projections, new grants, and revised Council priorities. The modification emphasized public safety, community services, and infrastructure while addressing the city’s structural deficit.

    How big is Tacoma’s budget deficit?

    The city was working through a structural deficit estimated at roughly $24 million — the gap between ongoing costs and ongoing revenue. To help close it, Tacoma cut about 26 positions (saving roughly $5.6 million) and applied additional one-time savings, while still needing to identify further reductions.

    Did Tacoma cut public safety funding?

    No. Despite the deficit, the city preserved and in some areas increased public safety funding. Roughly two-thirds of the General Fund goes to the Police and Fire departments, and the budget continued investing in alternative response programs and crisis intervention services.

    How can local contractors find Tacoma capital project opportunities?

    Tacoma plans capital investments through its six-year Capital Facilities Plan, available in the city budget book, and publishes active work through its projects portal at projects.tacoma.gov. Monitoring both — along with new grant awards announced in budget modifications — is the most direct way for Pierce County firms to spot upcoming bid opportunities.

    Reporting compiled from City of Tacoma budget documents, the October 2025 Mid-Biennium Budget Modification, and local coverage by The Center Square and Hoodline. Figures reflect the city’s published budget materials as of the 2025-2026 biennium.

  • Tacoma’s $320 Million Street Levy Heads to August Ballot: What the Connect Tacoma Vote Means for Local Businesses

    Tacoma’s $320 Million Street Levy Heads to August Ballot: What the Connect Tacoma Vote Means for Local Businesses


    The Vote That Sets Up August’s Biggest Local Decision

    On April 14, 2026, the Tacoma City Council voted unanimously to place the Connect Tacoma: Safe Streets and Sidewalks levy on the August 4 primary election ballot. The measure asks Pierce County voters to authorize a 10-year, approximately $320 million infrastructure investment — the city’s most ambitious transportation funding push since the now-expired Tacoma Streets Initiative.

    If it passes, Connect Tacoma reshapes the physical fabric of the city. If it fails, Tacoma faces a growing backlog of deferred maintenance on roads and sidewalks with no dedicated replacement funding in sight. For local business owners, property owners, and anyone who moves goods or customers through Tacoma streets, this vote is worth understanding before ballots arrive in July.

    What Exactly Is on the Ballot

    The levy is structured around two overlapping revenue mechanisms. The first is a property tax levy-lid lift of 20 cents per $1,000 of assessed value — roughly $101.52 per year for the average Tacoma homeowner. The second is a 1.5 percent Gross Earnings Tax (GET) applied to natural gas, electric, and telephone utility providers, costs that utilities pass through to ratepayers at an estimated $23.64 annually for a typical household.

    Together these mechanisms are projected to generate approximately $20 million per year in dedicated street funding. Combined with anticipated federal grants and regional partnership contributions, the city projects a total program value of $320 million over 10 years — roughly $32 million annually flowing into Tacoma’s transportation infrastructure.

    The council’s April study session and formal vote were unanimous, a rare alignment signaling broad political consensus. Councilmembers framed Connect Tacoma as the direct replacement for the Tacoma Streets Initiative, the prior voter-approved levy that has since expired and left a dedicated funding gap in the city’s transportation budget.

    How the Money Gets Spent

    The $320 million program divides into three investment categories, each with a defined share of total funding.

    Safe Streets for Everyone — $159 Million (50%)

    Half the levy targets safety: dangerous intersection redesigns, pedestrian crossings, school zone infrastructure, and high-injury corridor improvements. Tacoma has documented corridors — including stretches of Pacific Avenue, 6th Avenue, and South Tacoma Way — where crash rates and pedestrian injuries consistently exceed city and state averages. This is where the most visible physical changes would occur.

    Better Neighborhood Streets — $85 Million (26%)

    This category covers arterial and residential street repair: pavement resurfacing, pothole elimination, and ADA-compliant curb ramp upgrades. For business districts in Hilltop, the Dome District, and East Tacoma, this is the bucket most directly tied to daily customer access and freight movement.

    Improved Connections — $76 Million (24%)

    The remaining quarter funds multimodal infrastructure: sidewalk gap closures, protected bike lanes, and transit access improvements. This work connects neighborhoods to the T Line, Sound Transit infrastructure, and the broader Pierce Transit network — all of which affect workforce access in a metro area where not every employee drives.

    The Business Case For and Against

    Proponents — including Mayor Anders Ibsen’s office and the full council — argue the math is straightforward. Deferred street maintenance doesn’t disappear; it compounds. Industry estimates consistently show that a dollar spent on preventive pavement maintenance saves four to seven dollars in future reconstruction costs. With Tacoma’s street condition index declining in areas that haven’t seen levy-funded work in years, the cost of inaction is measurable.

    For business owners specifically, road quality translates directly to delivery reliability, customer experience, and employee commute friction. Tacoma’s manufacturing and logistics sector — anchored in Frederickson and the Tideflats Manufacturing and Industrial Center — depends on trucks moving efficiently on city arterials connecting to SR-167, I-5, and the Port of Tacoma. Deteriorated streets mean vehicle wear, delivery delays, and liability exposure for fleet operators.

    The case against centers on cost and accountability. Critics note that the utility GET adds to a growing stack of recent municipal cost increases — including the 0.1% criminal justice sales tax (Ordinance 29087) that took effect April 1, 2026, pushing Tacoma’s total sales tax rate to 10.4%. Some residents and small business advocates argue the city needs better demonstrated project delivery before asking for another decade of dedicated revenue.

    Community signal from Tacoma-area forums reflects this tension: residents express genuine support for fixing streets while voicing skepticism about whether project prioritization will reach their neighborhood’s most urgent needs first.

    Context: Tideflats Growth Raises the Infrastructure Stakes

    The levy’s timing isn’t incidental. Tacoma’s Tideflats Subarea Plan — adopted by the council in December 2025 and effective January 5, 2026 — has unlocked new development frameworks for one of Washington’s most critical industrial zones. With approximately 9,800 employees and the highest concentration of manufacturing and industrial activity in Pierce County, the Tideflats is on the cusp of significant redevelopment pressure.

    New zoning districts, updated use allowances, and revised shoreline standards under Ordinances 29075, 29076, and 29077 all point toward increased freight movement, new industrial build-out, and more workers moving through the corridor. The arterials serving the Tideflats — East D Street, Portland Avenue, the 11th Street Bridge approach — are precisely the infrastructure that Connect Tacoma would need to prioritize to keep pace with industrial growth. The city is, in effect, rezoning for growth and simultaneously asking voters to fund the streets that growth requires.

    Mayor Ibsen’s Infrastructure Posture

    Mayor Anders Ibsen, sworn in at the first council meeting of 2026 after defeating incumbent councilmember John Hines, has made infrastructure investment a stated priority alongside public safety, housing production, and regional homelessness response. His office has framed Connect Tacoma as consistent with a “data-driven” and “results-focused” approach to city operations — language Ibsen has used repeatedly since taking office in January.

    The unanimous council vote to place the levy on the ballot is the clearest legislative signal yet of where the new administration’s infrastructure priorities land. Whether voters agree will be known on August 4.

    What to Watch Between Now and August 4

    The levy campaign enters its active phase in coming weeks. Key things to monitor:

    • Project prioritization details. The levy framework references safety data and equity criteria, but specific project lists haven’t been published. Community engagement sessions will be where those lists face public scrutiny.
    • Business community positioning. The Tacoma-Pierce County Chamber and allied organizations have historically weighed in on infrastructure measures. Their formal positions will shape the organized business community’s voice.
    • Council community forum testimony. The Tacoma City Council holds community forums on the second and fourth Tuesday of each month at the end of the regular meeting (5 p.m. at Tacoma Municipal Building). Written comments can be submitted to cityclerk@cityoftacoma.org at least 24 hours before any meeting.
    • Ballot logistics. Ballots for the August 4 primary mail in late July. Pierce County operates 28 drop box locations. Voters not yet registered should check the Pierce County Elections registration deadline.

    Frequently Asked Questions

    What is the Connect Tacoma: Safe Streets and Sidewalks levy?

    Connect Tacoma is a 10-year, $320 million transportation levy placed on the August 4, 2026 primary ballot by the Tacoma City Council. If approved by voters, it funds street repairs, sidewalk improvements, and multimodal infrastructure projects across the city, replacing the expired Tacoma Streets Initiative.

    How much will the Connect Tacoma levy cost property owners?

    The levy adds a property tax rate of 20 cents per $1,000 of assessed value — roughly $101.52 per year for the average Tacoma homeowner — plus a 1.5% Gross Earnings Tax on utility providers, adding about $23.64 annually for a typical household.

    When will Tacoma residents vote on the Connect Tacoma levy?

    The levy is on the August 4, 2026 Pierce County Primary Election ballot. Ballots are mail-in, with 28 drop box locations across Pierce County.

    What happens if the levy fails?

    Without levy funding, Tacoma’s street repair backlog grows with no dedicated replacement revenue. The prior Tacoma Streets Initiative has expired, leaving a significant gap. City officials warn that deferring maintenance multiplies long-term costs and leaves dangerous intersections and sidewalk gaps unaddressed.

    Which Tacoma neighborhoods and streets would get funded first?

    The $320M program splits into Safe Streets for Everyone ($159M, 50%), Better Neighborhood Streets ($85M, 26%), and Improved Connections ($76M, 24%). Specific project prioritization follows safety data, traffic volumes, and equity criteria outlined in the levy framework.

  • Tacoma Power’s Clean Energy Buildout: Cushman II Turbines, EV Charging Expansion, and the Green Hydrogen Rate Reshaping Pierce County

    Tacoma Power’s Clean Energy Buildout: Cushman II Turbines, EV Charging Expansion, and the Green Hydrogen Rate Reshaping Pierce County

    If you spend any time tracking Pierce County’s economic development conversations, you’ll notice that Tacoma Power keeps coming up — not just as a utility, but as an active player in where jobs land, which industrial tenants choose Tacoma, and how the city positions itself inside Washington’s accelerating clean energy mandate. In 2026, that role is getting harder to ignore.

    Three concurrent initiatives are reshaping what Tacoma Power looks like heading into the next decade: a major turbine refurbishment at the Cushman II hydroelectric facility that will keep the dam running for another century, an EV charging buildout targeting 85 public ports by year-end, and a first-in-the-nation green hydrogen tariff that has put Tacoma on the radar of electrolysis companies from Europe to the Pacific Rim. Each thread is worth pulling on independently. Together, they tell a story about a municipal utility actively engineering its future rather than waiting for state policy to dictate it.

    Cushman II: A 96-Year-Old Dam Gets a 100-Year Extension

    The Cushman II hydropower plant sits in Mason County, just west of the Pierce County line on the Skokomish River system — close enough that Tacoma residents have been drawing power from it since 1930. The facility’s three turbine-generator units produce a combined 81 MW, enough renewable electricity to serve approximately 40,500 Northwest homes. That output has been reliable, but the hardware is aging. Tacoma Power moved to address that head-on.

    In late 2023, Tacoma Power selected GE Vernova’s Hydro Power business to refurbish two of the three 27 MW turbine-generator units. The scope covers new generator stators, refurbishment of rotor poles and shaft thrust bearings, replacement of turbine distributors, and rehabilitation of the turbine runners and draft tubes. As of mid-2026, the project remains on schedule for completion this year, according to public reporting from Renewable Energy World and the American Public Power Association.

    The expected outcome: increased availability and reliability at a plant that provides the foundational renewable generation underpinning Tacoma Power’s carbon-free supply mix. Hydroelectric power already constitutes the overwhelming majority of Tacoma Power’s generation portfolio — a structural advantage that becomes more valuable as Washington’s Clean Energy Transformation Act tightens requirements on utilities statewide.

    Why Dam Maintenance Is a Business Story, Not Just an Engineering One

    Every megawatt-hour that Cushman II produces is a megawatt-hour Tacoma Power doesn’t have to source from the market. For industrial customers — the manufacturers, data centers, and electrolysis operators the city is actively recruiting — rate stability is a primary site-selection criterion. A more reliable Cushman II means a more predictable cost base for everyone on the system. For Pierce County economic development, that’s not a footnote. It’s a selling point.

    EV Charging: 85 Ports and a Rebate Program Worth Understanding

    Washington’s electric vehicle adoption rate ranks among the highest in the nation, and Pierce County’s charging infrastructure is scrambling to keep pace. Tacoma Power is targeting 85 public charging ports by the end of 2026, including additions to its DC Fast Charging network — stations capable of adding 100+ miles of range in roughly 20 minutes.

    The buildout is complemented by one of the more thoughtfully designed utility rebate programs in the state. Through Tacoma Power’s Community EV Charging Rebate, businesses and multifamily property owners installing Level 2 networked chargers can receive $5,000 per port, capped at $50,000 per project. Projects in designated underserved or overburdened areas qualify for enhanced incentives: $10,000 per port, up to $70,000 total. The equity lens embedded in that tiered structure reflects both federal program requirements and a genuine local priority — parts of South Tacoma and East Tacoma have historically been underserved by charging infrastructure despite high rates of commuter vehicle dependency.

    Non-networked Level 2 chargers remain eligible for a $2,000 per-port rebate, capped at $15,000. Tacoma Power also covers utility infrastructure upgrade costs up to $10,000 for networked projects or $7,000 for non-networked ones — a detail that matters for older commercial properties where panel capacity is the real barrier to charger installation.

    Residential Customers Are In the Mix Too

    For Tacoma Power residential customers, the rebate structure is simpler: up to $600 in bill credits for installation of a qualifying Level 2 charger, smart splitter, or 240-volt outlet. Paired with Washington’s existing sales tax exemption on EV purchases and federal IRA incentives, the stacked value proposition for a Pierce County resident going electric in 2026 is meaningfully better than it was two years ago.

    One note: as of this writing, the Community EV Charging Rebate program’s funding is temporarily paused, but Tacoma Power is accepting applications in priority order for when funding resumes. If you’re a business or property manager planning an installation, getting your application in now preserves your place in line.

    The Green Hydrogen Tariff: Tacoma’s National First Is Still Drawing Interest

    Of all Tacoma Power’s clean energy programs, the electrofuels tariff is the one that generates the most interest from outside Pierce County. When the utility’s board approved the rate in December 2020 and it went into effect in April 2021, Tacoma Power became the first consumer-owned utility in the United States to offer a rate specifically designed for green hydrogen producers.

    The mechanics are straightforward. Industrial customers operating electrolyzers — equipment that uses electricity to split water into hydrogen and oxygen — can access a discounted energy rate of $0.033147/kWh and a demand rate of $5.72/kW-month, plus a monthly administrative charge of $7,445. In exchange, Tacoma Power reserves the right to curtail service up to 1,300 hours per year — about 15% of annual hours — with just 10 minutes’ notice.

    That interruptibility is the key. Green hydrogen production via electrolysis is inherently flexible: you can dial it up when cheap, surplus hydroelectric power is available and ramp it down when the grid is constrained. From Tacoma Power’s perspective, it’s demand response at industrial scale. From an electrolyzer operator’s perspective, it’s access to some of the cleanest and most affordable power in the country, from a utility whose generation is overwhelmingly carbon-free.

    According to Utility Dive, since the tariff launched Tacoma Power has fielded numerous inquiries from domestic and international companies considering locating electrolysis operations in its service territory. The Blue Sky Maritime Coalition has also flagged Tacoma’s green hydrogen potential in the context of decarbonizing Puget Sound ferry and port operations — a use case that would put Pierce County at the intersection of maritime decarbonization and clean power production.

    Why the Rate Structure Matters for Pierce County Jobs

    An electrolyzer operation large enough to be commercially meaningful might draw 10–50 MW continuously. At Tacoma Power’s electrofuel rate, that’s a significantly lower operating cost than what industrial customers pay in most U.S. markets — and the power comes from a utility whose carbon intensity is near zero. For companies with clean-fuel mandates from European automotive OEMs, aerospace supply chains, or Port of Tacoma shipping customers, that combination is genuinely differentiated.

    The Port of Tacoma handled over 2.6 million TEUs in recent years and sits adjacent to one of the only U.S. utility territories with a purpose-built green hydrogen industrial rate. The alignment between Tacoma Power’s tariff structure and the port’s long-term decarbonization obligations deserves more local attention than it typically receives.

    Washington’s Clean Energy Mandate and Tacoma Power’s Compliance Roadmap

    Washington’s Clean Energy Transformation Act requires all utilities to eliminate coal power by 2025 and achieve 100% clean electricity by 2045. For most utilities in the state, that’s a heavy lift. For Tacoma Power, it’s closer to a formality — the utility’s hydroelectric-dominated generation mix is already more than 90% carbon-free.

    That doesn’t mean there’s no work ahead. Tacoma Power is currently developing its 2026 Integrated Resource Plan, a 20-year roadmap required under state law that guides resource investment decisions. The IRP will determine how Tacoma Power balances load growth from electrification — EVs, heat pumps, potential hydrogen facilities — against its existing hydro resource base and any new generation it needs to acquire. Rate adjustments effective April 1, 2026 reflect the cost pressures of that transition; Tacoma Power’s board-approved rate schedule is publicly available through mytpu.org.

    Community Solar: The Gap Between Potential and Availability

    One area where Tacoma Power has room to grow is community solar — shared programs that allow renters and homeowners without suitable rooftops to subscribe to a portion of an off-site solar array and receive bill credits. Tacoma Power’s original offering, launched in 2016 with 300 kW across four arrays on the TPU campus, sold out quickly — a clear signal of unmet demand.

    Washington State’s Community Solar Expansion Program has since reached $25 million in obligated funding for the FY2026–FY2029 biennium, per Washington State Department of Commerce reporting, creating financial pathways for utilities to expand shared solar access. For a city with a significant renter population and substantial multifamily housing stock, community solar is one of the cleaner equity tools available. Whether Tacoma Power moves aggressively on that opportunity in the next IRP cycle will be worth watching.

    The Bigger Picture: Tacoma Power as Economic Development Asset

    Municipal utilities don’t often get framed as economic development assets, but Tacoma Power increasingly functions as one. The combination of low-carbon hydroelectric power, a first-in-the-nation green hydrogen tariff, competitive industrial rates, and an EV infrastructure buildout gives Pierce County something genuinely differentiated to market to site selectors and clean-industry investors.

    The Cushman II refurbishment isn’t just about keeping the lights on — it’s about preserving the generation reliability that makes the electrofuel rate credible to international industrial customers evaluating a 20-year facility investment. The EV charging buildout isn’t just about convenience — it’s about making Tacoma a viable destination for a workforce that is increasingly buying electric vehicles and expects charging at work, at multifamily housing, and at transit nodes.

    These programs don’t exist in isolation. They’re threads in the same fabric, and Tacoma Power is one of the quieter but more consequential institutions weaving them together.

    Frequently Asked Questions

    What is Tacoma Power doing to upgrade its hydroelectric dams in 2026?

    Tacoma Power selected GE Vernova to refurbish two of the three 27 MW turbine-generator units at the Cushman II hydropower plant in Mason County. The work — covering new generator stators, refurbished rotor poles, new turbine distributors, and draft tube rehabilitation — is expected to complete in 2026 and extend the plant’s operational life by 100 years while improving reliability for the 81 MW facility.

    How is Tacoma Power expanding EV charging infrastructure in Pierce County?

    Tacoma Power is on track to reach 85 public charging ports by end of 2026, including new DC Fast Charging stations. Through its Community EV Charging Rebate program, businesses and multifamily properties can receive up to $5,000 per networked Level 2 port ($10,000 per port in designated underserved areas), with project caps up to $70,000. Residential customers can claim up to $600 in bill credits for L2 charger installations.

    What is Tacoma Power’s green hydrogen interruptible rate and how does it work?

    Tacoma Power launched the nation’s first electrofuels tariff in April 2021. It offers green hydrogen producers a discounted energy rate of $0.033147/kWh (roughly 15% below standard industrial rates) in exchange for allowing Tacoma Power to curtail service up to 1,300 hours per year — about 15% of annual hours — with just 10 minutes’ notice. This lets Tacoma Power dispatch around grid constraints while attracting clean-fuel industrial customers.

    Is Tacoma Power on track to comply with Washington’s Clean Energy Transformation Act?

    Tacoma Power is currently developing its 2026 Integrated Resource Plan (IRP), a 20-year roadmap guiding investment in energy resources aligned with Washington’s Clean Energy Transformation Act, which requires utilities to eliminate coal power by 2025 and achieve 100% clean electricity by 2045. Tacoma Power’s predominantly hydroelectric generation base — over 90% carbon-free — gives it a significant compliance head start compared to most utilities in the state.

    Does Tacoma Power offer a community solar program for residents who can’t install rooftop solar?

    Tacoma Power has offered community solar since 2016, when its initial 300 kW sold out quickly. Washington State’s Community Solar Expansion Program reached $25 million in obligated funding for FY26–FY29, creating additional pathways for shared solar subscriptions for renters and homeowners who cannot host rooftop panels.

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  • Tacoma’s T Line at Two: Ridership Soars, But the Road to TCC Runs Through 2043

    Tacoma’s T Line at Two: Ridership Soars, But the Road to TCC Runs Through 2043

    Tacoma’s T Line at Two: Ridership Soars, But the Road to TCC Runs Through 2043

    Two and a half years after the Hilltop Tacoma Link Extension reshaped how Pierce County moves, the numbers are in — and they’re largely good news for local transit advocates. The T Line is beating Sound Transit’s own ridership projections, running at nearly perfect on-time performance, and drawing new riders who never had a reason to take the streetcar before. But the road ahead is complicated: the next major extension won’t arrive until the late 2030s at the earliest, Sound Transit is wrestling with a .5 billion funding gap across its ST3 program, and the promise of 10-minute service intervals remains unfulfilled.

    Here’s where Tacoma’s light rail network stands in 2026, what’s working, what isn’t, and what Pierce County residents can realistically expect over the next decade.

    Ridership Numbers: Better Than Billed

    When Sound Transit opened the Hilltop extension in September 2023, the agency projected the expanded T Line would carry between 2,000 and 4,000 daily passengers by 2026. That projection’s upper bound is now the floor.

    According to Sound Transit’s publicly available ridership data, the T Line averaged 3,618 daily boardings per month in 2024 and climbed to 4,079 average daily boardings in 2025. Monthly averages increased nearly 170% between 2023 and 2025 — a recovery story that Sound Transit acting service delivery director Benjamin Marx presented to the agency’s Rider Experience and Operations Committee in September 2025, per Mass Transit Magazine.

    Pandemic-era ridership had cratered the T Line to just 1,282 average daily boardings between 2020 and 2023. The line carried 3,658 daily boardings on average in 2019 — a benchmark it has now surpassed. The system also ran 99.5% of all scheduled trips through 2025 and received no more than six rider complaints in any single month since May 2024, according to Sound Transit spokesman David Jackson.

    “I think we’re pretty pleased with how ridership is going,” Jackson said. “Light rail, in general, has recovered pretty well from pandemic declines both in Seattle and Tacoma.”

    Which Stations Are Pulling Their Weight?

    The Tacoma Dome Station remains the T Line’s workhorse — clocking roughly 312,000 boardings since 2024 and serving as the critical hub connecting riders to Sounder commuter rail, Sound Transit Express buses to Seattle, and the broader Pierce Transit network. End-of-line terminus stations almost always top ridership charts, and Tacoma Dome is no exception.

    Among the new Hilltop Extension stations, Stadium District leads with more than 158,000 boardings through mid-2025 — driven largely by Stadium High School and proximity to the business district that suffered financially during construction. The St. Joseph Station (the western terminus) has accumulated more than 151,000 boardings, while the Hilltop District Station has seen nearly 122,000. The seven Hilltop Extension stations combined account for roughly 42% of all T Line boardings since 2024.

    Tacoma City Council member Kristina Walker, who also sits on the Sound Transit board, put it plainly: “No matter where they come into the system, that’s a person that’s not in a car or in our streets.”

    The Fare Factor and What It Funds

    The T Line was completely free to ride from 2003 through September 2023. That era ended with the Hilltop Extension. Today, fares are structured on the ORCA system: .00 for adults, .00 for ORCA LIFT cardholders, .00 for seniors and disabled riders, and free for youth.

    In 2024, fare revenues on the T Line totaled ,000 — a real number, but a modest fraction of the line’s roughly million annual operating costs. Through mid-2025, fares had brought in ,000. Sound Transit is not running the T Line on fare-box recovery; this is publicly subsidized service. ORCA LIFT exists specifically to ensure cost isn’t a barrier for low-income Pierce County residents.

    The 10-Minute Promise: Still Pending

    One commitment the Hilltop Extension made but hasn’t delivered: 10-minute train intervals. The T Line currently runs every 12 minutes during peak hours — a gap Sound Transit has attributed to right-of-way constraints and operator break scheduling.

    Sound Transit’s partial remedy: extended operating hours. The T Line now runs a 17-hour weekday service window, up from a 14-hour span. “This change in service yields significantly more weekday service on the T Line,” Jackson said. The agency maintains that future infrastructure improvements will eventually support 10-minute headways — but no firm timeline exists.

    Community feedback (a consistent signal in local forums and Pierce County transit discussions) reflects appreciation for the line’s reliability and expanded reach, while noting that frequency hasn’t yet matched the extension’s ambition.

    What’s Next: The TCC Extension and ST3 Funding Reality

    The next chapter of the T Line was supposed to be the TCC T Line Extension — six new stations stretching from the current St. Joseph terminus westward through the Hilltop corridor and out to Tacoma Community College. The extension would grow the T Line from 4.2 miles and 12 stations to 8.4 miles and 18 stations, connecting a campus of roughly 13,000 students to the regional transit grid.

    Sound Transit’s official target is a 2039 delivery date, funded under the voter-approved ST3 package. But that timeline is under real pressure.

    In March 2026, Sound Transit’s board convened to address a .5 billion funding shortfall across its entire ST3 program — driven by construction cost inflation, lower-than-expected tax revenues, and pandemic economic effects. The agency’s “Enterprise Initiative” is a comprehensive effort to deliver maximum ST3 benefits within available resources, with the board evaluating approaches to the updated ST3 System Plan through summer 2026.

    For Pierce County, the TCC T Line Extension and the Tacoma Dome Link Extension (TDLE) have remained on track through the restructuring process. But the TCC extension carries a reported million project affordability gap, and Jackson confirmed the board has begun “another reassessment process” due to “continuing financial headwinds.” Some independent analyses place realistic completion as late as 2043.

    The Tacoma Dome Link Extension: A Bigger Picture

    Separate from the T Line but critical to Pierce County’s transit future, the Tacoma Dome Link Extension would add approximately 8.5 miles of elevated light rail between Federal Way and Tacoma, extending the 1 Line south. Sound Transit’s board selected a preferred alignment alternative in June 2025 and is now advancing design work and fieldwork in preparation for the Final Environmental Impact Statement.

    When TDLE opens — likely in the 2030s — Tacoma Dome Station will transform into a full light rail interchange, connecting the 1 Line to the T Line and dramatically increasing transit catchment for both systems. That convergence is arguably the most consequential long-term transit development on Pierce County’s horizon.

    Pierce Transit’s Parallel Moves

    The T Line doesn’t operate in isolation. Pierce Transit implemented a notable service change in March 2026 that directly affects T Line connectivity. The agency extended its Stream Community Line — a bus rapid transit-style route serving the Highway 7 corridor between Tacoma and Spanaway — all the way to Commerce Street Station in downtown Tacoma. New stops include Pacific Avenue at 14th Street and 19th Street. The extension runs during weekday morning and evening peak hours.

    Pierce Transit also added frequency on Routes 1 and 3, two of its highest-ridership Tacoma corridors, with 8–10 new daily trips added to each route as part of its Bus System Recovery Plan.

    Transit-Oriented Development: Following the Rails

    Light rail extensions tend to reshape neighborhoods, and the Hilltop Extension is no exception. The Stadium District and Hilltop District station areas have seen increased multifamily residential interest since 2023. The Hilltop neighborhood — historically underserved by transit despite being geographically central — is now accessible by rail for the first time, connecting Hilltop residents to employment centers at Tacoma Dome and the downtown core.

    Tacoma Council member Jamika Scott, who represents Hilltop, flagged the need to protect businesses during any future construction phases. Stadium District businesses suffered significant foot-traffic losses during the Hilltop Extension’s five-year build. That lesson will need to shape how the TCC extension is managed when it eventually breaks ground.

    The Bottom Line for Pierce County Riders

    The T Line in 2026 is a genuine success story by the metrics that matter: ridership up, reliability near-perfect, new neighborhoods connected. The harder truth is that the next leap — reaching Tacoma Community College — is over a decade away under the optimistic scenario, and potentially longer if Sound Transit’s financial pressures force further schedule adjustments. The Tacoma Dome Link Extension will be transformative, but it’s a 2030s story at best.

    For Tacomans making transit decisions today, the T Line is worth using. It’s dependable, it covers the Hilltop and Stadium corridors well, and ORCA integrates it with the broader Puget Sound network. The bigger question — whether Pierce County will have the regional rail system its density and geography deserve — will be answered in Sound Transit boardrooms over the next few years, not on the tracks.

    Frequently Asked Questions

    How many people ride the T Line each day in 2026?

    The T Line averaged roughly 4,079 daily boardings per month through mid-2025, up from 3,618 in 2024. Sound Transit had projected 2,000–4,000 daily riders by 2026; the line now runs at or above the high end of that range.

    When did the Hilltop Tacoma Link Extension open?

    The Hilltop Tacoma Link Extension opened in September 2023. The million project added 2.4 miles and six new stations, growing the T Line from 1.8 miles to 4.2 miles with 12 stations total.

    Is the T Line still free to ride?

    No. The T Line introduced fares in September 2023. Adult fare is .00. Youth ride free. Seniors and disabled riders pay .00. ORCA LIFT cardholders pay .00.

    When will the T Line reach Tacoma Community College?

    Sound Transit’s current target is 2039, though financial headwinds put that date in question. Some analyses project 2043. The extension adds six stations and grows the T Line to 8.4 miles.

    How does the T Line connect to the broader Puget Sound transit network?

    The T Line’s terminus at Tacoma Dome Station connects to Sounder commuter rail, Sound Transit Express buses, and Pierce Transit routes. Pierce Transit’s Stream Community Line was extended in March 2026 to Commerce Street Station, improving downtown connections.

  • Everett-Delta Transmission Line: PUD Just Held Open Houses for a 3.5-Mile 115-kV Line That Connects to the Waterfront Corridor

    Everett-Delta Transmission Line: PUD Just Held Open Houses for a 3.5-Mile 115-kV Line That Connects to the Waterfront Corridor

    Everett-Delta Transmission Line: PUD Just Held Open Houses for a 3.5-Mile 115-kV Line That Connects to the Waterfront Corridor

    What is the Everett-Delta transmission line? Snohomish County PUD’s planned 3.5-mile 115-kV line that connects the Everett Substation (west of I-5 between McDougall and Smith) to the Delta Switching Station (just north of the SR 529 / West Marine View Drive interchange in north Everett). PUD hosted two public open houses on May 7, 2026 at PUD headquarters at 2320 California Street. The line is engineered to support growing electrical demand in and around Everett and prevent low-voltage conditions if local power is interrupted. Construction is targeted to begin in spring 2027, with the line in service by summer 2027.

    If you live in Everett and you have been wondering why a public utility line on the north end has been getting more attention this spring, here is the short version: Snohomish County PUD is building the infrastructure backbone that the waterfront, downtown, and north-Everett construction wave actually rides on.

    We stopped by the PUD open house messaging on May 7 — two sessions, 4 to 5:30 p.m. and 6 to 7:30 p.m., both at PUD headquarters at 2320 California Street in Everett — and what is striking is how directly this line maps to the development corridor we have been covering for months. The new Everett-Delta 115-kV transmission line connects two existing PUD assets that bracket the heart of the city: the Everett Substation, sitting just west of Interstate 5 between McDougall Avenue and Smith Avenue and north of 36th Street, and the Delta Switching Station, sitting just north of the State Route 529 / West Marine View Drive interchange in north Everett. That is the same West Marine View Drive corridor where the $113 million pipeline project, the Edgewater Bridge, and the Port of Everett’s terminal investments are all stacking up.

    Why this line is being built now

    PUD’s case for the new line is direct: increasing electrical demand in and around the city of Everett, and the need to keep voltage stable if local power is interrupted. That language is unsexy, but the substance is enormous. Everett is in the middle of a once-in-a-generation building wave — the Millwright District Phase 2’s 300-plus apartments, the Sage Investment Group conversion of the 9602 19th Street SE Econo Lodge to 124 studios, the Riverfront’s Eclipse Mill Park buildout, the downtown stadium with September 2026 groundbreaking ahead of it, and Skotdal Real Estate’s seven-story 102-unit Mosaic Apartments going up on Pacific Avenue. Every one of those projects pulls more load off the grid.

    A 115-kV line is the kind of mid-tier transmission that connects the bigger backbone to local substations. It is not a transmission “highway” in the BPA-scale sense, but it is the layer that determines whether neighborhoods can plug in the heat pumps, EV chargers, induction ranges, and apartment-tower elevator loads that follow new construction. Without it, fast-growing cities can hit a wall where the substation is fine, but the lines connecting substations cannot handle the swing.

    PUD’s stated benefit list pairs load growth with reliability — and in a city that has been adding new construction along West Marine View Drive at an unusual rate, the reliability part matters as much as the headroom. If local generation is interrupted, the new line gives operators a way to keep voltage from sagging at the Delta Switching Station — which feeds the north-Everett waterfront corridor directly.

    What the line will actually look like

    The new transmission structures will be similar in design and height to PUD’s existing 115-kV poles already in Everett — ductile iron and/or steel poles, similar profile to what is already in the corridor. PUD has stated that in the summer of 2025 it solicited community input on aesthetic enhancements, and the project page indicates that input will continue to inform the final route execution.

    The total length is approximately 3.5 miles, which puts this project on the smaller end of PUD’s current 2026 transmission projects (the Crosswind 115-kV line in Arlington, by comparison, is a different geography and ties into the new Crosswind Substation at the PUD’s North County Campus in Smokey Point). But the Everett-Delta line is the one that lands inside the city limits we cover.

    Timing — and why it matters for the waterfront

    PUD’s timing language is specific. With a route now chosen, the project moves to detailed engineering, permitting, right-of-way acquisition, and construction. PUD estimates the line will be in service by summer 2027.

    That is the same 2026-2027 window when the West Marine View Drive pipeline goes underground (the $113M combined sewer + 48-inch water main project the city approved on April 2), when Bayley Construction’s stadium site survey turns into vertical concrete in September 2026, and when Millwright District Phase 2 starts moving from site work into building shells. PUD building the transmission headroom in the same window means the grid is being prepped for the load that is about to land — not after.

    For the city’s part, the construction-window pause for the FIFA World Cup this summer (no in-road construction June through September in 2026 or 2027) keeps the corridor visible for waterfront events. PUD’s spring 2027 construction start sidesteps that political minefield by design.

    How this fits with everything else under construction

    If you have been reading the Waterfront & Development desk regularly, the names should be stacking up: the Lenora Regional Stormwater Treatment Facility (an $8.7M state-grant-funded plant breaking ground at S 1st & Lenora in Lowell this spring); the Port Gardner Storage Facility (a $200M+ combined sewer overflow project the state Department of Ecology ordered Everett to build); Port of Everett’s Segment E bulkhead final phase ($6.75M, 165 linear feet of wood-to-steel pile rebuild on West Marine View Drive); the federal $11.25M PIDP grant for Pier 3 structural rebuild; and the West Marine View Drive pipeline approved April 2.

    The Everett-Delta transmission line is the electrical leg of that same infrastructure stool. None of the apartments going up at Waterfront Place, the Mosaic, or Millwright Phase 2 generate their own power. They draw it from a system that has to grow in lockstep with the density.

    If you missed the May 7 open houses, the project page is still active and the PUD outreach team is still soliciting feedback on construction-impact mitigation. The full route map and FAQ live on PUD’s system improvements page.

    What we are watching next

    Three things on this line worth tracking through the rest of 2026:

    1. Right-of-way acquisition — PUD has chosen a route, but the easement and parcel-by-parcel acquisition work is where transmission projects get slow. Any contested takings will land on the Snohomish County PUD Commission’s monthly agenda. The commission meets at PUD HQ and the meeting cadence is on the snopud.com calendar.

    2. Permitting timeline — SEPA review and any City of Everett right-of-way permits required will be visible in the city’s permitting portal. A 3.5-mile transmission alignment through an urbanizing corridor typically generates a stack of structural and traffic-control permits even before vertical work starts.

    3. Coordination with the West Marine View Drive pipeline — Two major linear infrastructure projects in the same general corridor in the same window need to coordinate trench windows, utility crossings, and traffic control. The Everett Public Works team has run that gauntlet before (most recently on the Edgewater Bridge crossing of I-5), but the load is real.

    For now, the headline is simple. The grid is getting reinforced exactly where the city is getting denser. Everett’s transformation is being engineered, one transmission pole and one 48-inch pipe at a time.

    Frequently Asked Questions

    When will the Everett-Delta transmission line be in service? Snohomish County PUD estimates the line will be in service by summer 2027. Construction is scheduled to begin in spring 2027 and take approximately six months, following completion of detailed engineering, permitting, and right-of-way acquisition through 2026.

    How long is the Everett-Delta 115-kV transmission line? The line is approximately 3.5 miles long. It connects the existing Everett Substation, located west of I-5 between McDougall and Smith Avenues north of 36th Street, to the Delta Switching Station, located just north of the SR 529 / West Marine View Drive interchange in north Everett.

    Why does Snohomish County PUD need this new transmission line? Two reasons: to support increasing electrical demand in and around the city of Everett, and to maintain voltage stability and reliability if local power is interrupted. The line creates additional system capacity to serve the waterfront, downtown, and north-Everett construction wave.

    Where were the Everett-Delta open houses held? Both open houses were held on May 7, 2026 at Snohomish County PUD headquarters, 2320 California Street, Everett, WA 98201. Sessions ran 4 to 5:30 p.m. and 6 to 7:30 p.m., with identical content at each.

    What will the new transmission poles look like? The new transmission line and structures will be similar in design and height to the PUD’s existing 115-kV structures already in Everett, using ductile iron and/or steel poles. PUD solicited community input on aesthetic enhancements in summer 2025.

    How does this transmission line connect to Everett’s waterfront development? The Delta Switching Station endpoint sits just north of the SR 529 / West Marine View Drive interchange — the same corridor where Everett is investing in the $113 million pipeline project, the Edgewater Bridge, Port of Everett terminal infrastructure, and the Eclipse Mill Park / Shelter Holdings riverfront buildout. The new line adds transmission headroom to serve growing loads from new apartment construction, EV charging, and electrified buildings along that corridor.

    Where can residents track project progress and provide input? The project page lives on Snohomish County PUD’s system improvements website at snopud.com, and PUD Commission meetings are open to the public at the PUD HQ at 2320 California Street.

    📡 Exploring Everett Deep Coverage — Everett-Delta Transmission Line

  • Mason County Roads — May 10, 2026

    Mason County Roads — May 10, 2026

    May 10, 2026 — Sunday morning brief. Sources checked: WSDOT Olympic Region highway alerts, Mason County Public Works, MasonWebTV road work feed, Shelton-Mason County Journal. Live conditions: WSDOT highway alerts · WSDOT travel map.

    Active Alerts

    No active alerts from WSDOT or Mason County Public Works this morning. Mason County highways — SR-3, US-101, SR-106, SR-302, SR-108, and SR-119 — are open and operating under normal Sunday conditions. No emergency closures or unscheduled lane restrictions reported overnight.

    Major Projects — Current Status

    ProjectStatusEst. CompletionSource
    SR-3 Freight Corridor (Belfair Bypass)Construction 2026, completion 2028 — funding at risk. Supplemental budget includes $48.3M in 2025–27 biennium; Ferguson budget proposes delaying final phase from 2027–29 to 2031–33 biennium.2028 (if funded)Shelton Journal 2/26/26
    Olympic Highway North (Shelton)Design phase — bid spring 2027, construction summer 20272027–28Shelton Journal 3/19/26
    SR-3 Shelton Safety (Craig Rd to Arcadia Rd)Pre-design — roundabouts planned, no construction dateTBDWSDOT engage
    SR-3 Belfair Widening (MP 25.3–27)Active constructionOngoingWSDOT

    Commuter Notes for Today

    • SR-3 Belfair (MP 25.3–27): Belfair widening construction zone remains active. Travel time normal on Sunday — no flagging or daytime lane closures reported. Use caution through the work zone.
    • US-101 Shelton / Kamilche: No reported alerts. Sunday volumes light. Drive normally between Olympia, Shelton, and Hoodsport.
    • SR-106 along Hood Canal (Union area): Open. No alerts overnight on the Hood Canal corridor.
    • SR-302 (Key Peninsula side toward Victor): Open. The SR-302 Victor Creek fish-barrier project completed major construction in December 2025 — the new bridge is carrying traffic and lane configurations are back to normal.

    Report a Road Issue

    • State highways (SR-3, US-101, SR-106, SR-302, SR-108, SR-119): Call WSDOT at 511 or visit WSDOT highway alerts.
    • Mason County roads: Mason County Public Works at (360) 427-9670 or report online at masoncountywa.gov.
    • City of Shelton streets: Shelton Public Works at (360) 432-5100.

    This brief is compiled each morning from public sources. For real-time conditions, always check the WSDOT live travel map before you drive. Conditions can change quickly — especially on SR-3 and US-101 where flagging operations and weather-related restrictions can appear with little notice.

  • Mason County Civic Watch: The Port of Allyn–Grapeview $2M Shared Asset Decision and What to Track This Summer

    Mason County Civic Watch: The Port of Allyn–Grapeview $2M Shared Asset Decision and What to Track This Summer

    Two public meetings held in April 2026 set up decisions that Mason County civic watchers should track through the summer. At the Port of Grapeview’s April regular meeting, commissioners formally agreed to research a $2 million joint commercial property purchase with the Port of Allyn — a governance experiment that would require two independent Washington port districts to share ownership of a single asset. And in Shelton, OneStop Northwest LLC has finalized its new downtown location, the product of a business expansion that moves a Union-based company into the county seat’s commercial core.

    The Port Districts’ $2M Shared Asset Question

    What Port of Allyn Executive Director Travis Merrill brought to Port of Grapeview Commissioner Mike Blaisdell is not a routine port purchase. The SR-3 property near East Harding Hill Road — a $2 million commercial and light industrial site with existing tenants and room for expansion — would, if acquired, be owned jointly by two separate special-purpose districts. That is not unprecedented in Washington state port history, but it requires research, and the Grapeview board directed Managing Official Amanda Montgomery to find out how other port districts have structured such arrangements.

    The financial case Merrill has made to the Grapeview board is straightforward: after expenses, each district could earn $15,000 to $18,000 per year from the property. For the Port of Grapeview — small enough that insurance costs alone represent a budget challenge — that recurring revenue would materially improve financial stability.

    “There is no way that either of our ports, or even any of the ports in Mason County except the Port of Shelton, is going to be able to weather the storm that seems to be coming without some sort of financial assets,” Merrill said at the April meeting.

    Commissioner Doug Jones agreed the property was worth evaluating. “It’s something we should at least talk about,” he said, acknowledging the $2 million price tag is “a significant amount of money.”

    What civic watchers should track:

    • Site visit: Both port districts agreed to visit the SR-3 property before any purchase commitment. Watch for this to be announced at upcoming Port of Allyn and Port of Grapeview regular meetings.
    • Shared ownership legal structure: Amanda Montgomery has been tasked with researching how Washington port districts can co-hold an asset. The legal framework she surfaces will likely determine whether this deal proceeds and in what form.
    • Board votes: Any purchase at $2 million requires formal board action at both districts. Neither board has voted — this is still in preliminary evaluation.

    The Port of Allyn entered this conversation from a position of relative stability. Its 2026 state accountability audit found no findings — a clean bill of health on public fund management — and the port recouped the full $99,731 it spent removing the sunken vessel Sea Bear from Hood Canal waters, with Washington State’s DNR Derelict Vessels Program providing 100% reimbursement.

    OneStop Northwest: A Business Milestone in the County Seat

    For civic watchers tracking downtown Shelton’s commercial activity, the May 22 ribbon-cutting for OneStop Northwest at 124 N. 2nd St., Suite A is a data point. The Shelton-Mason County Chamber of Commerce is participating. The grand opening is at 4:30 p.m.

    OneStop Northwest’s expansion from Union into a downtown Shelton showroom reflects the same bet Merrill is making with the SR-3 property: that Mason County’s local economy has enough density to support professional services and commercial real estate that local operators control.

    Frequently Asked Questions

    What governance structure would a Port of Allyn–Port of Grapeview joint property ownership require?

    Two independent Washington port districts would need to establish a legal framework for co-holding an asset — including how operating decisions are made, how expenses are split, how revenues are distributed, and what happens if one district wants to exit the arrangement. Port of Grapeview Managing Official Amanda Montgomery has been tasked with researching models used by other Washington port districts.

    Has the Port of Grapeview board voted to purchase the SR-3 property?

    No. As of the April 2026 regular meeting, commissioners agreed only to schedule a site visit and research the shared ownership legal framework. No purchase motion has been made at either district.

    What is the Port of Allyn’s current financial condition?

    The Port of Allyn received a clean 2026 Washington State accountability audit with no findings, and recouped $99,731 in full from the DNR Derelict Vessels Program for the Sea Bear removal. Executive Director Travis Merrill has, however, been candid that small port districts face growing financial pressure and need diversified revenue sources.

    What is the assessed value of the SR-3 property?

    Approximately $2 million. The property has a history of commercial and light industrial use, has existing tenants, and includes space that is currently vacant with potential for future expansion.

    When will the port districts make a final decision on the SR-3 property?

    No timeline has been set. The next steps are a site visit by commissioners from both districts and research into shared ownership models. Follow public meeting agendas for the Port of Allyn and Port of Grapeview for updates.


    Related Coverage

  • Mason County Business Owner’s Guide: PUD 3 Gigabit Fiber for Business and the Olympic Highway Parking Decision

    Mason County Business Owner’s Guide: PUD 3 Gigabit Fiber for Business and the Olympic Highway Parking Decision

    Two infrastructure projects moving through Mason County in 2026 have direct implications for local businesses. The completion of PUD 3’s Three Fingers Fiber Project means that businesses in the Grapeview area that previously operated without reliable broadband now have access to symmetrical gigabit fiber — a connectivity baseline that changes what’s operationally possible. And for businesses operating on or near Olympic Highway North in Shelton, the city’s $6 million road reconstruction project means a design decision about parking and traffic flow is coming, and the window to influence it is open right now.

    What Gigabit Fiber Means for Mason County Businesses

    The Three Fingers Fiber Project completion isn’t just about residential internet. Businesses in the Three Fingers area of Grapeview — whether retail, service-based, agricultural, or home-based — are now on the same fiber network that urban businesses have built their operations around. PUD 3’s open-access gigabit fiber delivers symmetrical 1,000/1,000 Mbps speeds for approximately $85 per month. Symmetrical upload speed is the detail that matters most for business use: cloud backups, video conferencing, point-of-sale systems, and file transfers all depend on upload, not just download.

    The open-access model gives Mason County businesses something rare: genuine provider competition on a single physical network. PUD 3 owns the fiber infrastructure; multiple retail ISPs compete over it. Businesses can compare service-level agreements, support quality, and pricing between providers — and switch if a better option emerges — without any new wiring or construction. For businesses that have been locked into a single slow provider by geography, this changes the economics of operating from rural Mason County.

    Businesses in Three Fingers that haven’t yet applied for service can reach PUD 3’s Telecom Team at pud3.org. An Engineering Designer will assess the specific construction needed to reach your location.

    Cloquallum Businesses: Fee Waiver Expires May 31

    If your business is in the Cloquallum Communities area — PUD 3’s next active fiberhood — an application fee waiver is in effect through May 31, 2026. After that date, the standard application fee applies. For businesses evaluating the cost of getting fiber established, applying before the deadline is a straightforward way to reduce the upfront expense. Visit pud3.org for current program details.

    Olympic Highway North: What Business Owners Need to Know Now

    The City of Shelton is in the process of selecting a design for the reconstruction of Olympic Highway North, the stretch from C Street to Wallace Kneeland Boulevard. The road last saw pavement in 1989 and the city has secured up to $6 million in funding — including a $3.7 million Washington State Transportation Improvement Board grant — to rebuild it from the ground up. That TIB grant requires bike lanes in the final design. The question is how those bike lanes are configured, and what that means for on-street parking.

    Consultant Transpo Group has developed four design options. For businesses along the corridor, the core variable is customer parking access:

    • Option 1: Parking on both sides retained; traditional painted bike lanes
    • Option 2 (city staff recommendation): Parking on one side; buffered bike lanes that physically separate cyclists from vehicle traffic
    • Option 4: All on-street parking removed; businesses would rely on on-site or side-street parking

    City staff recommend Option 2, citing the balance between safety, parking retention, and the TIB grant requirements. For businesses whose customers depend on on-street parking — retail, food service, personal services — the difference between Option 1 and Option 4 is material. Construction isn’t until summer 2027, but the design is being locked in this winter.

    If you operate a business on or near Olympic Highway North between C Street and Wallace Kneeland Boulevard, attending a city public comment process or submitting input online at sheltonwa.gov is the most direct way to influence the outcome. Once Transpo Group finalizes the design this winter, the configuration is set.

    For more on what PUD 3 fiber means for Mason County businesses, see What PUD 3’s Gigabit Fiber Means for Mason County Business Owners in 2026. Full infrastructure context at Mason County Infrastructure Update — May 2026.

    Frequently Asked Questions

    How does PUD 3’s open-access fiber network benefit Mason County businesses?

    PUD 3 owns the fiber infrastructure and multiple retail ISPs compete to deliver service over it, giving businesses genuine provider choice without requiring new wiring. Businesses pay approximately $85/month for symmetrical 1,000/1,000 Mbps gigabit service — with matching upload and download speeds critical for cloud operations, video conferencing, and large file transfers.

    My business is in Three Fingers — what’s the process to get fiber?

    Contact PUD 3’s Telecom Team at pud3.org. An Engineering Designer will assess what construction is needed to reach your specific location and walk through next steps. The Three Fingers project is now complete, so connections are being processed for all businesses that have applied.

    How will Olympic Highway North construction affect my business access in 2027?

    Construction is planned for summer 2027. Specific traffic management and temporary access plans will be set by the contractor selected in spring 2027. The bigger near-term decision is the design: which option is chosen determines whether on-street parking survives. Businesses should submit input on the design options at sheltonwa.gov before winter 2026, when the design locks in.

    What is the TIB grant requirement for bike lanes on Olympic Highway North?

    The $3.7 million Washington State Transportation Improvement Board grant awarded to Shelton for the Olympic Highway North project requires that the final design include dedicated bicycle lanes. This requirement is non-negotiable — it’s a condition of the funding. All four design options presented by Transpo Group include bike lanes in some form; the debate is about configuration and how much parking each option preserves.

  • Mason County Property Owner’s Guide: PUD 3 Fiber Completion, Property Values, and the Olympic Highway Parking Question

    Mason County Property Owner’s Guide: PUD 3 Fiber Completion, Property Values, and the Olympic Highway Parking Question

    Two infrastructure decisions are moving through Mason County right now that property owners should be tracking closely. The completion of PUD 3’s Three Fingers Fiber Project brings gigabit internet connectivity to Grapeview parcels that previously had limited broadband access — a change with measurable implications for rural property values. Meanwhile, Shelton’s planned $6 million reconstruction of Olympic Highway North is entering the design phase with a question that matters directly to commercial and residential property owners along the corridor: how much on-street parking survives the rebuild?

    Fiber Internet and Property Values in Rural Mason County

    The connection between rural broadband access and property values is well-documented. Properties in previously unserved areas that gain access to high-speed internet — particularly fiber — tend to see measurable increases in assessed and market value, driven by expanded buyer pools: remote workers, retirees, and small business operators who require reliable connectivity now consider properties they would have previously passed over.

    For property owners in the Three Fingers area of Grapeview, PUD 3’s April 2026 completion of the Three Fingers Fiber Project represents exactly that kind of step-change. More than 250 homes and businesses are now connected to PUD 3’s open-access gigabit network — the same symmetrical 1,000/1,000 Mbps service available in Mason County’s more developed areas. For parcels that were previously off the broadband map, this changes the calculus for potential buyers evaluating rural Mason County real estate.

    If you own property in Three Fingers and haven’t yet applied for a connection, the process runs through PUD 3’s Telecom Team at pud3.org. An Engineering Designer will assess what drop construction is needed to reach your parcel specifically. A connected property is a more marketable property.

    Cloquallum: Apply Before May 31

    If your property is in the adjacent Cloquallum Communities area, PUD 3 has extended a fee waiver for new fiber applications through May 31, 2026. That deadline is approaching. Owners of Cloquallum parcels — whether primary residences, rental properties, or undeveloped land — should weigh whether getting fiber service established before the waiver expires makes sense for their specific situation. Visit pud3.org for current terms.

    Olympic Highway North: The Parking Question for Property Owners

    Shelton’s $6 million reconstruction of Olympic Highway North — the corridor from C Street to Wallace Kneeland Boulevard — is in the design phase, and the core tension for commercial property owners along the route is parking. The road hasn’t been paved since 1989, and the rebuild is funded in part by a $3.7 million grant from the Washington State Transportation Improvement Board that requires dedicated bicycle lanes in the final design. That grant condition is non-negotiable.

    Consultant Transpo Group has prepared four design options, each with a different approach to the bike lane requirement. The critical variable for property owners is on-street parking:

    • Option 1: Retains parking on both sides of the road; traditional (painted) bike lanes
    • Option 2 (city staff recommendation): Retains parking on one side; buffered bike lanes separating cyclists from vehicles
    • Option 4: Removes all on-street parking; relies on on-site and side-street parking for nearby businesses

    City staff recommend Option 2 for its balance between safety and parking retention, and because it meets the TIB grant funding requirements. Option 4, which eliminates all on-street parking, could significantly affect commercial properties along the corridor whose customers rely on street parking. If you own property or operate a business on Olympic Highway North between C Street and Wallace Kneeland Boulevard, the design selection process happening now is the moment to engage.

    Transpo Group will finalize the design this winter. The project goes to bid in spring 2027 and construction is slated for summer 2027. Provide input now at sheltonwa.gov — once the design is locked, the parking configuration is set.

    For the full infrastructure update, see Mason County Infrastructure Update — May 2026. For Mason County real estate context, see Mason County Real Estate: Prices, Trends and Neighborhoods.

    Frequently Asked Questions

    Does fiber internet increase rural property values in Mason County?

    Research consistently shows that rural properties gaining access to fiber broadband tend to see increased market appeal and value, particularly as the remote-work buyer pool has expanded. Properties in the Three Fingers area of Grapeview now have access to PUD 3’s gigabit fiber network following the April 2026 project completion — a connectivity upgrade that changes how potential buyers evaluate those parcels.

    If I own property in Three Fingers, what do I need to do to get fiber connected?

    Contact PUD 3’s Telecom Team at pud3.org. An Engineering Designer will review your specific parcel’s connection requirements and walk through next steps. If you haven’t applied yet, do so now — the project is complete and connections are being processed for applicants.

    Which Olympic Highway North design option keeps the most parking?

    Option 1 retains parking on both sides of the road while adding traditional bike lanes. Option 2 (the city staff recommendation) retains parking on one side with buffered bike lanes. Option 4 eliminates all on-street parking. The design won’t be finalized until winter 2026 — property owners along the corridor should submit input now at sheltonwa.gov.

    When does Olympic Highway North construction start, and how long will it affect access?

    Construction is scheduled to begin in summer 2027 following a spring 2027 bidding process. Specific traffic management and access plans will be determined by the selected contractor. Property owners along the C Street to Wallace Kneeland Boulevard corridor should monitor sheltonwa.gov for contractor updates as the 2027 construction date approaches.

  • Mason County Resident’s Guide: How to Get PUD 3 Fiber and What the Shelton Road Project Means for You

    Mason County Resident’s Guide: How to Get PUD 3 Fiber and What the Shelton Road Project Means for You

    If you live in the Three Fingers area of Mason County and have been waiting for fiber internet, the wait is officially over. Mason County Public Utility District No. 3 completed its Three Fingers Fiber Project in April 2026, meeting its federal deadline and connecting more than 250 homes and businesses in the Grapeview community to symmetrical gigabit fiber. And if you’re a Shelton resident who drives Olympic Highway North, you should know the city is moving forward — slowly but seriously — on a $6 million reconstruction of the corridor that hasn’t been resurfaced since 1989.

    How to Get Fiber Connected to Your Home in Three Fingers

    If you live in the Three Fingers area and haven’t yet applied for PUD 3 fiber service, the process is straightforward. Contact PUD 3’s Telecom Team at pud3.org and an Engineering Designer will review what construction is needed to reach your specific property and walk you through the next steps.

    Once connected, you choose your own internet service provider — that’s what makes PUD 3’s open-access network different from a traditional cable or DSL provider. PUD 3 owns the fiber cable running to your home, but multiple retail ISPs compete to deliver service over it. You can switch providers without any new wiring being installed. Most customers pay approximately $85 per month for unlimited, symmetrical 1,000/1,000 Mbps (gigabit) internet — speeds that match what urban customers in Seattle or Tacoma pay significantly more for.

    What does gigabit fiber mean day-to-day? Streaming video on multiple devices simultaneously with no buffering. Video calls without freezing or dropped connections. Large file uploads that used to take hours finishing in minutes. For households with remote workers, students doing homework, or anyone who has been frustrated by slow rural internet, the practical difference is significant.

    What About Cloquallum? You Still Have Time

    If you’re in the neighboring Cloquallum Communities area rather than Three Fingers, PUD 3’s next fiberhood is underway. An application fee waiver was extended through May 31, 2026 — but that deadline is close. Residents in Cloquallum should visit pud3.org now to check the current status and apply before the waiver expires.

    What the Olympic Highway North Project Means for Your Commute

    For Shelton residents who use Olympic Highway North to get around — the stretch from C Street to Wallace Kneeland Boulevard — the road project is still years away from breaking ground. Design won’t be finalized until winter 2026, bids won’t go out until spring 2027, and construction is targeted for summer 2027. So the cracked pavement you’re driving on now will be there a while longer.

    What’s being decided right now is what the rebuilt road will look like. The city has four design options on the table from consultant Transpo Group. A $3.7 million grant from the Washington State Transportation Improvement Board requires that dedicated bike lanes be included — that’s not optional. The debate is about how to configure the bike lanes: buffered, traditional, one-sided or two-sided, and how much on-street parking survives in each option.

    City staff are recommending Option 2, which keeps parking on one side of the road and uses buffered (not just painted) bike lanes. If you have an opinion on the design, now is the time to voice it. Visit sheltonwa.gov for the project page and public comment opportunities.

    For more on the broader fiber buildout across Mason County, see When Is Fiber Internet Coming to My Mason County Neighborhood? and the full infrastructure update at Mason County Infrastructure Update — May 2026.

    Frequently Asked Questions

    I live in Three Fingers — how do I sign up for PUD 3 fiber?

    Go to pud3.org and contact PUD 3’s Telecom Team. An Engineering Designer will assess what construction is needed to connect your specific property and walk you through the sign-up process. The Three Fingers project is complete, but individual home connections may still be pending if you haven’t applied yet.

    Can I choose my own internet provider with PUD 3 fiber?

    Yes. PUD 3 operates an open-access fiber network, meaning multiple retail internet service providers compete to deliver service over the same physical fiber cable that PUD 3 owns. You select the ISP you prefer and can switch without any new infrastructure installation. Gigabit service runs approximately $85/month.

    Will Olympic Highway North be closed during construction?

    Construction isn’t expected to begin until summer 2027, so no closures are imminent. When construction does begin, specific lane closure and traffic management plans will be determined by the contractor selected during the spring 2027 bidding process. The City of Shelton will publish project updates at sheltonwa.gov.

    What is the Cloquallum Communities Fiberhood fee waiver?

    PUD 3 extended an application fee waiver through May 31, 2026, for residents in the Cloquallum Communities area — the next fiberhood after Three Fingers. If you live in Cloquallum and want to apply for fiber service with the fee waived, visit pud3.org before May 31.