Washington State Route 522
SR 522 is highlighted in red.
|Auxiliary route of I‑5|
|Defined by RCW|
|Maintained by WSDOT|
|Length:||24.64 mi (39.65 km)|
|Existed:||1964 – present|
|West end:||I‑5 in Seattle|
| SR 104 in Lake Forest Park
I‑405 in Bothell
SR 9 near Woodinville
|East end:||US 2 in Monroe|
State Route 522 (SR 522) is a state highway in the U.S. state of Washington, serving the Seattle metropolitan area. The 24.64-mile-long (39.65 km) highway connects the city of Seattle to the northeastern suburbs of Kenmore, Bothell, Woodinville, and Monroe. Its western half is primarily an arterial street, named Lake City Way and Bothell Way, following the northern shore of Lake Washington; the eastern half is a grade-separated freeway that runs between Woodinville and Monroe. SR 522 connects several of the metropolitan area's major highways, including Interstate 5 (I-5), I-405, SR 9, and U.S. Route 2 (US 2).
The present day route of SR 522 was built in stages between 1907 and 1965, beginning with the "Red Brick Road" from Seattle to Bothell, then part of the Pacific Highway and later US 99. The road later became a branch of Primary State Highway 2 (PSH 2) in 1937, and was extended east to Redmond and North Bend. A branch of the Stevens Pass Highway was built to connect PSH 2 in Bothell and Monroe in 1965, and was incorporated into SR 202 after it was designated in 1964. The Bothell–Monroe highway was re-designated as part of SR 522 in 1970, leaving SR 202 on the Bothell–North Bend highway.
Since the late 1990s, the SR 522 corridor between Woodinville and Monroe has been partially converted to a freeway to address safety concerns and a growing population. Portions of the highway near Woodinville and Monroe were widened between 2001 and 2014, but other sections near Maltby remain two lanes wide, as of 2015[update].
SR 522, named Lake City Way within Seattle city limits, begins at an interchange with I-5 in the Roosevelt neighborhood of northern Seattle, east of Green Lake. The interchange only allows movements towards Downtown Seattle, and includes a connection to I-5's reversible express lane system. The highway travels northeast from the interchange, tunneling under the intersection of Roosevelt Way NE and NE 75th Street; the intersection itself is connected to SR 522 by a series of ramps to collector streets. Lake City Way continues northeast through Maple Leaf as a four-lane arterial street before turning north on its approach to Thornton Creek. After crossing the creek, the highway enters the Lake City neighborhood, passing several car dealerships. Lake City itself is a designated urban village, with mixed-use development and apartment buildings that are centered around the intersection of Lake City Way between NE 125th Street and NE 145th Street. At NE 145th Street, SR 522 intersects SR 523 and crosses into Lake Forest Park.
Within Lake Forest Park, SR 522 is named Bothell Way, and follows the northern shore of Lake Washington. SR 522 intersects Ballinger Way (SR 104) at the city's downtown shopping center, and is joined by the Burke-Gilman Trail running along the lakefront. Bothell Way continues east along the northern shore of Lake Washington through the city of Kenmore, passing the Kenmore Air Harbor seaplane base and the mouth of the Sammamish River. SR 522 enters the city of Bothell while following a narrow valley formed by the Sammamish River, turning north at the Wayne Golf Course and east on the approach to downtown Bothell. The highway, renamed to Woodinville Drive, passes south and downhill of the downtown business district, staying near the Sammamish River (and the Sammamish River Trail) and intersecting Bothell Way (formerly SR 527). Leaving Bothell, SR 522 passes around the southern edge of University of Washington Bothell campus and intersects I-405, becoming a grade-separated freeway.
East of I-405, SR 522 enters Woodinville and follows Little Bear Creek as it turns north away from the city's downtown, intersecting SR 202. The freeway enters Snohomish County and intersects SR 9 south of the Brightwater sewage treatment plant. It continues in a stairstep pattern, moving north and east with sharp turns to parallel the Eastside Rail Corridor. In Maltby, the freeway reaches an at-grade intersection with Paradise Lake Road (SR 524) and becomes a two-lane highway. SR 522 travels northeast from Maltby, intersecting Echo Lake Road in a single-point urban interchange, and crosses the Snohomish River into Monroe. Within Monroe, the highway widens to a four-lane freeway with median separation and intersects Main Street in a dogbone interchange near the Monroe Correctional Complex. SR 522 cuts across suburban housing areas in Monroe, and crosses over US 2 and a freight railroad near the Evergreen State Fairgrounds. The highway makes a 180-degree turn south to intersect with US 2, where it terminates; the intersection also has a direct offramp for eastbound traffic from SR 522 to eastbound US 2.
The entire route of SR 522 is designated as part of the National Highway System, classifying it as important to the national economy, defense, and mobility. The State of Washington also designates the SR 522 corridor as a Highway of Statewide Significance, which includes highways that connect major communities throughout the state. The highway is the primary route for Seattle-area residents to access Stevens Pass and other parts of the Cascade Mountains. SR 522 is maintained by the Washington State Department of Transportation (WSDOT), who conduct an annual survey on its highways to measure traffic volume in terms of average annual daily traffic. In 2016, WSDOT calculated that 96,000 vehicles used SR 522 at its interchange with I-405 and 12,000 vehicles used it at its eastern terminus in Monroe, the highest and lowest counts along the highway, respectively.
Red Brick Road
Non-Indian settlements were established on the northern shore of Lake Washington in the late 19th century, relying primarily on steamboats for intercity transportation. The Seattle, Lake Shore and Eastern Railway was built along the lakefront in 1888, connecting Seattle to the new towns of Bothell and Kenmore. By the 1890s, unpaved logging trails had been completed along Lake Washington and the railroad, reaching as far northeast as Maltby.
Bothell businessman and good roads advocate Gerhard Ericksen successfully lobbied the Washington State Legislature to fund the construction of a road from Seattle to Bothell as a State Aid Road and Permanent Highway in 1903. The first section of the highway, traveling 7 mi (11.3 km) from Ravenna Park in Seattle to Lake Forest Park, was completed in 1907 and was pronounced as one of the "finest pieces of road to be found anywhere in the United States". From 1911 to 1913, the state and county government paved 4 mi (6.4 km) of the highway between Lake Forest Park and Bothell with bricks. The highway, named the Ericksen Road after its promoter and Bothell Road after the city of Bothell, was opened on January 10, 1914, in a "Boulevard Blowout" that featured 50 participating automobiles traversing the entire route between Seattle and Bothell. Most of the brick road was replaced in 1934, but a section south of downtown Bothell was preserved and remains known as Red Brick Road Park.
The Bothell Road became part of the Pacific Highway in 1915, turning north at Bothell towards Everett. In 1922, the original road alignment through modern-day Lake City was bypassed by the new, concrete-paved Victory Way, dedicated in the memory of World War I veterans. The Pacific Highway was incorporated into a new national highway system that was approved by the American Association of State Highway Officials on November 11, 1926, and numbered as U.S. Route 99 (US 99). On October 15, 1927, the North Trunk Highway was opened between Seattle and Everett, providing a shorter and more direct route that would later be designated as US 99 and the Pacific Highway. The Bothell Highway was renovated from Seattle to Lake Forest Park in 1939, including a widening to four lanes and straightening of some segments. Part of the highway in Seattle city limits was renamed to Lake City Way in 1967, after lobbying from Lake City businessmen.
An unpaved extension of the Bothell Road, traveling along the Sammamish River to Woodinville, Redmond, and Fall City, was designated as a branch of the Sunset Highway (State Road 2) in 1925. The highway was later paved and incorporated into a longer branch of the Sunset Highway (re-designated as Primary State Highway 2) in 1937, running from Downtown Seattle to Fall City. The branch highway was extended to North Bend after the opening of a Sunset Highway bypass in 1941, using the former mainline road.
Another branch of the Bothell Road, from Bothell to the Stevens Pass Highway (Primary State Highway 15) in Monroe, was proposed by roads clubs in the late 1930s. In 1941, funding for this segment was rejected by the state senate, in favor of completing the highway between Everett and Monroe first. The Bothell–Monroe Cutoff was designated as a branch of Primary State Highway 15 in 1943, with a provision that the highway would be constructed after the completion of the Everett–Monroe route. Construction of the highway was pushed back to 1961, and it was further delayed by rainy weather. The 8.2 mi-long (13.2 km) Bothell–Monroe opened on February 10, 1965, costing $5.3 million and cutting 20 minutes in travel time between Seattle and the Stevens Pass ski area.
In 1963, the Washington State Legislature commissioned a new state highway numbering system to ease confusion over similarly-numbered routes. The new system debuted in 1964, initially with State Route 522 (SR 522) assigned to the branch of Primary State Highway 2 from Seattle to North Bend, and State Route 202 (SR 202) assigned to the branch of Primary State Highway 15 from Woodinville to Monroe. By 1970, SR 522 had been moved to the Bothell–Monroe Cutoff, while SR 202 was moved to the Woodinville–North Bend highway.
Freeway expansion and safety improvements
The North Seattle section of the Everett–Seattle Freeway (now I-5) opened on August 28, 1963, including access to Bothell Way in the Roosevelt neighborhood. SR 522 was truncated to I-5, removing Roosevelt Way and Eastlake Avenue from the state highway system. A four-level freeway interchange with I-405 east of Bothell was completed in 1969, creating a connection with SR 522 and SR 202.
In 1968, the state highway department proposed the conversion of SR 522 into a freeway bypassing Lake City Way and Bothell Way. The plan drew heavy opposition from local residents, who feared bottlenecks and a reduction in quality of life, and was removed from regional freeway plans in 1973. Freeway plans in Monroe moved forward instead, with the completion of a 2 mi-long (3.2 km) bypass to the west of downtown in 1972. SR 522 was moved from its routing on Main Street to the new freeway, which terminated at US 2 and removed a railroad grade crossing from the route.
Since the 1980s, population growth in Monroe and around the SR 522 has resulted in increased traffic congestion and safety issues, including a rise in accidents and crashes. The highway was originally designed for eventual conversion into a four-lane freeway, with leftover right-of-way and bridge approaches built in 1965.:1-1 Between 1980 and 1995, the 10.5 mi-long (16.9 km) stretch of SR 522 between Woodinville and Monroe was the site of over 1,100 accidents and 40 deaths. SR 522 has been named as one of the "most dangerous highways" in the United States by Reader's Digest in 1995 and Forbes in 2007, among other lists.
In response to the crashes on SR 522, local residents organized a grassroots campaign ("Citizens Rallying for a Safer Highway") to petition the state for safety improvements and a highway widening. $180 million in funding was allocated to a five-stage widening project by the state government in 1993, but the funds were transferred to the general fund at the behest of Governor Mike Lowry. The 1994 supplemental transportation budget included $2 million for engineering studies on SR 522, with construction of a four-lane freeway funded through other means. State lawmakers recommended tolling SR 522 to pay off construction bonds, but the plan was pulled back after opposition from local residents.
Existing state funds were used for the first stages of the SR 522 corridor project, including the addition of median rumble strips and improved pavement markers in 1995, which helped reduce head-on collisions. The city of Monroe replaced the eastern half of SR 522 interchange with Main Street (164th Street Southeast) with a roundabout, the first to be built in Snohomish County, in 2001. The first stage of the corridor project was completed in 2001 and widened a section between SR 9 and Paradise Lake Road (SR 524) in Maltby, at a cost of $22 million. The second stage, a new single-point urban interchange at Echo Lake Road southwest of Monroe, was completed in 2006 at a cost of $37 million. The third stage of the SR 522 corridor project was completed in 2014, widening the highway to four lanes across the Snohomish River and through Monroe to US 2, where a new eastbound offramp was also constructed separately in 2012. A new roundabout at the 164th Street Southeast interchange was also opened as part of the project, completing the dogbone interchange.
The remaining stages of the SR 522 corridor project between Maltby and the Snohomish River were planned to be funded by the Roads and Transit ballot measure in 2007, before it was rejected by local voters. The 2015 state transportation package included $10 million in design funding for an interchange at Paradise Lake Road in Maltby, to be made available in 2025, but construction of the interchange and widening of the remaining segment remains unfunded.
Long-term plans from the Washington State Department of Transportation to address increasing traffic congestion in downtown Monroe include the construction of a highway bypass for US 2 to the north of the city. The project would include a northern extension of SR 522 to intersect the realigned US 2 near Kelsey Street and Chain Lake Road.
The western portion of SR 522, including Lake City Way and Bothell Way, is a major public transit corridor for the region and is served by Sound Transit Express and King County Metro bus routes. Bus lanes were added to sections of SR 522 in Seattle, Lake Forest Park, and Kenmore in the 1990s, and were expanded in the 2000s. In 2002, Sound Transit launched express Route 522, traveling between Downtown Seattle and Woodinville.
Sound Transit plans to run a bus rapid transit line on SR 522 from NE 145th Street to the University of Washington Bothell campus as part of its Sound Transit 3 program, approved in 2016. The line is scheduled to begin service in 2024 and will terminate at the NE 145th Street light rail station in Shoreline. The corridor has also been proposed for forms of rail transit, including the Seattle Monorail Project and light rail in the Sound Transit long-range plan.
|King||Seattle||0.00||0.00||I‑5 south||Interchange; westbound exit and eastbound entrance|
|To I‑5 / Roosevelt Way||Interchange; westbound exit and eastbound entrance|
|3.21||5.17||Northeast 125th Street||Former SR 513|
|4.22||6.79||SR 523 west (Northeast 145th Street)|
|Lake Forest Park||5.85||9.41||SR 104 west (Ballinger Way) to I‑5 – Edmonds, Mountlake Terrace|
|Bothell||9.77||15.72||Bothell Way – Everett||Former SR 527|
|West end of freeway|
|11.06||17.80||I‑405 – Bellevue, Everett|
|Woodinville||12.01||19.33||SR 202 east – Woodinville, Redmond|
|12.90||20.76||Northeast 195th Street – Duvall||Eastbound exit and westbound entrance|
|Snohomish||||14.05||22.61||SR 9 north – Snohomish, Arlington|
|||East end of freeway, west end of divided highway|
|Maltby||16.56||26.65||SR 524 west (Maltby Road) / Paradise Lake Road||At-grade intersection|
|||18.58||29.90||Fales Road, Echo Lake Road|
|||West end of freeway, east end of divided highway|
|Monroe||24.14||38.85||West Main Street – Monroe|
|24.64||39.65||US 2 – Everett, Wenatchee|
|1.000 mi = 1.609 km; 1.000 km = 0.621 mi
- "47.17.725: State route No. 522". Revised Code of Washington. Washington State Legislature. 1970. Retrieved May 28, 2014.
- Multimodal Planning Division (January 27, 2017). State Highway Log Planning Report 2016, SR 2 to SR 971 (PDF) (Report). Washington State Department of Transportation. pp. 1533–1545. Retrieved May 31, 2017.
- "SR 5 – Exit 170/171: Ravenna/NE 65th/NE 71st/SR 522" (PDF). Washington State Department of Transportation. February 25, 2014. Retrieved May 31, 2017.
- Monson, Suzanne (May 12, 2002). "Lake City and its environs are affordable and close-in". The Seattle Times. p. E2.
- Hinshaw, Mark (March 3, 2002). "Urban center pieces: Mixing shops and housing help Lake City Way and Greenwood emerge as neighborhood centers". The Seattle Times. p. E1. Retrieved May 31, 2017.
- "Lake City Urban Design Framework" (PDF). Seattle Department of Planning and Development. p. 9. Retrieved May 31, 2017.
- Google (May 31, 2017). "State Route 522" (Map). Google Maps. Google. Retrieved May 31, 2017.
- Washington State Department of Transportation (2014). Washington State Highways, 2014–2015 (PDF) (Map). Olympia: Washington State Department of Transportation. Retrieved May 31, 2017. (Inset map)
- Bjorhus, Jennifer (October 24, 1996). "Group battles to keep city hall in heart of town". The Seattle Times. p. B1.
- "SR 405 – Exit 23: Junction SR 522" (PDF). Washington State Department of Transportation. February 1, 2017. Retrieved May 31, 2017.
- "SR 2: Junction SR 522" (PDF). Washington State Department of Transportation. March 9, 2015. Retrieved May 31, 2017.
- Federal Highway Administration (September 22, 2015). National Highway System: Seattle, WA (PDF) (Map). Federal Highway Administration. Retrieved May 31, 2017.
- "What is the National Highway System?". Federal Highway Administration. January 31, 2017. Retrieved May 31, 2017.
- "Transportation Commission List of Highways of Statewide Significance" (PDF). Washington State Transportation Commission. July 26, 2009. Retrieved May 31, 2017.
- "Highways of Statewide Significance". Washington State Department of Transportation. Retrieved May 31, 2017.
- Bryant, Arlene (December 14, 2000). "Highway 522 lanes to open". The Seattle Times. p. B5. Retrieved May 31, 2017.
- 2016 Annual Traffic Report (PDF) (Report). Washington State Department of Transportation. 2017. pp. 200–202. Retrieved May 31, 2017.
- Wilma, David (June 12, 2003). "Bothell: Thumbnail History". HistoryLink. Retrieved June 1, 2017.
- United States Geological Survey (October 1897). Washington: Snohomish Quadrangle (Map). 1:125,000. Reston, VA: United States Geological Survey. Retrieved June 1, 2017 – via Perry-Castañeda Library Map Collection.
- "County may complete state aid highway". The Seattle Times. April 6, 1911. p. 5.
- Brooks, Diane (May 26, 2006). "Loggers to latte stands: Route spans history". The Seattle Times. p. B4. Retrieved June 1, 2017.
- "Mud Holes Connect Street and Highway". The Seattle Times. April 27, 1912. p. 3.
- "Surveyors at work on state aid road". The Seattle Times. December 19, 1911. p. 9.
- "Washington State's Historic State Roads: Historic Context for Island, Snohomish, King, Pierce, and Kitsap Counties" (PDF). Washington State Department of Archaeology and Historic Preservation. January 2014. pp. 194–196. Retrieved June 1, 2017.
- McClure, Horace (January 11, 1914). "Bothell finds place on map and boulevard". The Seattle Times. p. 5.
- Stiles, Vicki (May 23, 2007). "Blast From The Past: Blast From The Past, Part One". Seattle Post-Intelligencer. Retrieved June 1, 2017.
- "Red Brick Road is a pathway to Bothell history". Bothell-Kenmore Reporter. May 24, 2010. Retrieved June 1, 2017.
- "Chapter 164: Classification of Highways" (PDF). Session Laws of the State of Washington, 1915. Washington State Legislature. March 19, 1915. pp. 484–485. Retrieved June 1, 2017.
- Washington State Highway Commission (1915). State of Washington Showing State Highways Authorized by Legislative Acts of 1915 (Map). Olympia: Washington State Highway Commission. Retrieved June 1, 2017 – via Washington Secretary of State.
- "Victory Way now opened is one of state's finest highways". The Seattle Times. October 8, 1922. p. 22.
- Banel, Feliks (February 22, 2017). "The vanishing lanes of 'Victory Way'". KIRO Radio. Retrieved June 1, 2017.
- Bureau of Public Roads & American Association of State Highway Officials (November 11, 1926). United States System of Highways Adopted for Uniform Marking by the American Association of State Highway Officials (Map). 1:7,000,000. Washington, DC: United States Geological Survey. OCLC 32889555 – via Wikimedia Commons.
- Flood, Chuck (2013). Washington's Highway 99. Images of America. Mount Pleasant, South Carolina: Arcadia Publishing. p. 29. ISBN 978-0-7385-9618-1. OCLC 811603138. Retrieved June 1, 2017 – via Google Books.
- "New Highway Shortens Trip; Everett Road Open Oct. 15". The Seattle Times. August 29, 1927. p. 20.
- "Lake City to celebrate new Bothell Road". The Seattle Times. July 16, 1939. p. 15.
- "It's Lake City Way N.E.". The Seattle Times. October 27, 1967. p. 23.
- "How the Roads Are". The Seattle Times. July 19, 1925. p. 2.
- "Chapter 26: Primary and Secondary State Highways" (PDF). Session Laws of the State of Washington, 1925. Washington State Legislature. February 18, 1925. pp. 59–60. Retrieved June 1, 2017.
- Washington State Highway Commission (January 1931). Highway Map, State of Washington (Map). Olympia: Washington State Highway Commission. Retrieved June 1, 2017 – via Washington Secretary of State.
- "Chapter 190: Establishment of Primary State Highways" (PDF). Session Laws of the State of Washington, Twenty-Fifth Session. Washington State Legislature. March 17, 1937. p. 934. Retrieved June 1, 2017.
- Washington State Department of Highways; Rand McNally (1939). Highways of the State of Washington (Map). Olympia: Washington State Department of Highways. Retrieved June 1, 2017 – via Washington Secretary of State.
- "North Bend 'Creaks' a Bit; Moves Over for New Road". The Seattle Times. August 17, 1941. p. 11.
- "Chapter 5: Lake Washington and Narrows Bridges" (PDF). Session Laws of the State of Washington, 1939. Washington State Legislature. January 27, 1939. p. 9. Retrieved June 1, 2017.
- Gilbert, J. W. (September 21, 1941). "Roads group ends conclave with election". The Seattle Times. p. 2.
- "Senate Kills Fuel-Oil Tax; Heavy Calendar on Final Day". The Seattle Times. March 13, 1941. p. 15.
- "Chapter 239: Public Highways" (PDF). Session Laws of the State of Washington, 1943. Washington State Legislature. March 20, 1943. p. 716.
- "Bothell-Monroe Cutoff to Open Before Bridge". The Seattle Times. Associated Press. August 30, 1961. p. A.
- Barr, Robert A. (September 18, 1963). "Rain Slows Bothell-Monroe Road Construction". The Seattle Times. p. 12.
- Sterling, E. M. (February 11, 1965). "Monroe Objects to Traffic From New Bothell Road". The Seattle Times. p. 19.
- Barr, Robert A. (December 9, 1964). "Cutoff Halves Time, Bothell To Monroe". The Seattle Times. p. 1.
- Prahl, C. G. (December 1, 1965). "Identification of State Highways" (PDF). Washington State Highway Commission. Retrieved June 2, 2017.
- "To End Confusion: Highways Given Different Numbers". The Seattle Times. January 26, 1964. p. 24.
- "Chapter 51: State Highways—Route Numbers" (PDF). Session Laws of the State of Washington, 1970 1st extraordinary session. Washington State Legislature. February 24, 1970. pp. 367, 380. Retrieved June 2, 2017.
- "Pact for Center Operation O.K'd". The Seattle Times. August 27, 1963. p. 22.
- Washington State Department of Highways (1965). Washington Highways (Map). Washington State Department of Highways.
- Shell Oil Company; H.M. Gousha Company (1956). Shell Street Map of Seattle (Map). Shell Oil Company. Retrieved June 2, 2017 – via David Rumsey Historical Map Collection.
- Barr, Robert A. (June 13, 1969). "Interstate 405 Section To Open in Month". The Seattle Times. p. 36.
- Barr, Robert A. (January 30, 1966). "Go-Ahead Given For 4-Level Interchange". The Seattle Times. p. 23.}
- Schwartz, Susan (June 15, 1969). "State to Hold Hearings On Bothell Bypass". The Seattle Times. p. 12.
- Schwartz, Susan (December 18, 1969). "Fans, Foes of Freeway Around Bothell in Noisy Meeting". The Seattle Times. p. F7.
- Pryne, Eric (June 18, 1989). "Phantom freeways: A 20-year-old vision called for paving our problems away". The Seattle Times. p. 12.
- "Highway link in Monroe nearly ready". The Seattle Times. August 20, 1972. p. E5.
- SR 522, SR 9 to SR 2: Final Environmental Impact Statement. Washington State Department of Transportation. May 1994. OCLC 41801808. Retrieved June 2, 2017 – via Google Books.
- Haines, Thomas W. (February 2, 1995). "Toll plan for Highway 522 met with loud opposition". The Seattle Times. p. B3. Retrieved June 2, 2017.
- Johnston, Steve (October 26, 1995). "Highway 522: It's nothing to brag about". The Seattle Times. p. B3. Retrieved June 2, 2017.
- Malone, Robert (July 18, 2007). "America's Killer Roads". Forbes. Archived from the original on December 26, 2007. Retrieved June 2, 2017.
- Brooks, Diane (February 22, 1994). "Residents want deadly stretch of highway fixed". The Seattle Times. p. B1.
- Norton, Dee; Brooks, Diane (April 5, 1994). "Hwy. 522 gets slice of repair budget". The Seattle Times. p. B1.
- Wurzer, Wayne (November 8, 1994). "Group supports tolls on Hwy. 522". The Seattle Times. p. B1. Retrieved June 2, 2017.
- Nohara, Yoshiaki (May 20, 2007). "Help for 'Highway of Death'". The Everett Herald. Retrieved June 3, 2017.
- Tarpley, Catherine (August 22, 2001). "Monroe's roundabout way of easing traffic congestion". The Seattle Times. p. B10. Retrieved June 3, 2017.
- "SR 522: Widening SR 9 to Paradise Lake Road, Complete June 2001". Washington State Department of Transportation. Archived from the original on September 29, 2006. Retrieved June 2, 2017.
- Nohara, Yoshiaki (August 14, 2006). "Highway 522 overpass to open". The Everett Herald. Retrieved June 3, 2017.
- "SR 522 – Snohomish River to US 2, Four Lane Widening". Washington State Department of Transportation. Archived from the original on December 30, 2014. Retrieved June 3, 2017.
- "Two plus two equals a wider highway on SR 522 near Monroe" (Press release). Washington State Department of Transportation. December 9, 2014. Retrieved June 3, 2017.
- Slager, Melissa (November 13, 2015). "Finishing Highway 522 widening? Add it to the long(shot) list". The Everett Herald. Retrieved June 3, 2017.
- "SR 522 – Paradise Lake Road to Snohomish River Widening". Washington State Department of Transportation. Retrieved June 3, 2017.
- "Chapter 4: Proposed Improvement Projects" (PDF). US 2 Route Development Plan (Report). Washington State Department of Transportation. 2007. pp. 42–44. Retrieved June 3, 2017.
- Schwarzen, Christopher (March 5, 2003). "Monroe faces standstill in push for traffic bypass". The Seattle Times. p. H16.
- Singer, April 25, 2003. "Rules can put the brakes on muddle over transit lanes". The Seattle Times. p. B3.
- Singer, Natalie (September 25, 2002). "Commuters along for the (new) ride". The Seattle Times. p. B2.
- Lindblom, Mike (November 14, 2016). "Where Sound Transit 3 projects could speed up or slow down". The Seattle Times. p. B1. Retrieved June 3, 2017.
- "145th and SR 522 Bus Rapid Transit" (PDF). Sound Transit 3. Sound Transit. July 1, 2016. Retrieved June 3, 2017.
- Singer, Natalie (August 14, 2004). "Eastside light rail envisioned by Sound Transit". The Seattle Times. p. B1. Retrieved June 3, 2017.
- Guadette, Karen (April 1, 2005). "Pondering how we'll get around in 2030". The Seattle Times. p. B2.