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Bettesworth Construction
bridge engineering

Inside the World’s Longest Floating Bridge: How Seattle’s SR 520 Span Got Longer, Stronger and Safer

Seattle’s replacement SR 520 floating bridge is longer than its predecessor and uses more pontoons, stronger anchoring, updated seismic approaches and a separated walking and cycling path.

By Bettesworth Construction Team 4 min read
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Seattle’s replacement SR 520 floating bridge opened to traffic in April 2016, measuring 7,708.5 feet end to end—130.5 feet longer than the bridge it replaced. Its bigger footprint came with a different support system: 77 concrete pontoons instead of 33, heavier anchors and stronger cables, plus a wider roadway and a dedicated path for people walking and cycling. The floating span’s storm design and the seismic design of its fixed approaches address different risks, so the bridge’s safety story is not one single engineering fix.

How much longer is the new SR 520 floating bridge?

Washington State Department of Transportation (WSDOT) reports the replacement bridge at 7,708.5 feet from end to end and the former bridge at 7,578 feet. That makes the new crossing 130.5 feet longer. When it opened in April 2016, Guinness World Records named it the world’s longest floating bridge, according to WSDOT’s 2017 project booklet: SR 520 Bridge booklet.

That length is for the crossing end to end, not just the floating structure considered in isolation. A replacement bridge also had to accommodate a different roadway and connections at its shores. The increase in length was therefore part of a broader redesign, rather than simply an extension of the old floating deck.

How does a floating bridge carry a highway?

Instead of resting on columns driven down to the lakebed along its full length, the SR 520 floating section is supported by concrete pontoons at the water’s surface. WSDOT explains the basic principle: the pontoons displace water whose weight balances the bridge, including traffic. The arrangement must provide enough buoyancy while keeping the structure stable under changing loads and water conditions.

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The replacement uses 77 pontoons, compared with 33 on the previous bridge, according to WSDOT’s current Floating Bridge and Landings Project information. More pontoons do not simply mean “more float”; their placement and connection matter. The large longitudinal pontoons form the principal floating units, while smaller pontoons alongside them add supplemental stability.

The largest pontoons

WSDOT says the 21 largest longitudinal pontoons, built in Aberdeen, are each 360 feet long, 75 feet wide, nearly 30 feet tall and weigh 11,000 tons. Smaller pontoons built in Tacoma flank them. These dimensions describe the largest units, not every pontoon in the 77-unit system.

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How the pontoons reached Lake Washington

Pontoon construction began in Aberdeen in 2011 and finished in spring 2015. WSDOT reports that crews built 33 pontoons in Aberdeen, including the largest longitudinal units, and 44 smaller units in Tacoma. The Aberdeen pontoons were built in cycles, floated out of the casting basin, inspected and towed to Lake Washington. That sequence made construction logistics part of the engineering challenge: huge concrete components had to be built, checked and moved to the lake before they could become part of the bridge. WSDOT describes the work on its Pontoon Construction Project page.

What changed to address wind and waves?

WSDOT says the old floating bridge was vulnerable to windstorms and waves. For the replacement, the agency reports heavier anchors and stronger anchor cables, as well as a design for a 100-year storm. Its current project information also gives a sustained-wind design value of 89 mph. These are WSDOT-reported design criteria; they should not be read as a report of an independent storm test or a guarantee of performance in every possible event.

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Anchors and cables help restrain a floating bridge against movement, while the pontoon system supplies buoyancy and stability. Together, these elements respond to the special demands of a long bridge on open water, where wind and waves can act on the structure differently than on a conventional bridge supported from below.

What changed for drivers, transit riders and people walking or cycling?

The former bridge had four lanes without shoulders or transit/HOV lanes. The replacement has six lanes, including one transit/HOV lane in each direction, and wider shoulders. It also includes a separated, 14-foot-wide path for cycling and walking, providing a dedicated nonmotorized route across the lake. WSDOT describes these roadway features in its project overview.

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The bridge’s new width and lane arrangement serve highway and transit needs; the separated path serves travelers outside the roadway. Those features are part of the replacement’s broader capacity and access improvements, not changes to how pontoons displace water.

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How are the fixed approaches different from the floating bridge?

The Lake Washington crossing includes fixed approach structures as well as the floating section. WSDOT says the old bridge’s fixed approaches were vulnerable to earthquakes, while the replacement approach bridges were designed to current seismic standards. That seismic upgrade applies to the fixed approach structures; it should not be confused with the anchors and cables used to restrain the floating section against wind and water forces.

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When was the bridge built, and what did the projects cost?

Construction on the Floating Bridge and Landings Project began in early 2012. The floating bridge opened to traffic in April 2016, while completion of the overall Floating Bridge and Landings Project came in summer 2017. The separate pontoon construction project began in Aberdeen in 2011 and ended in spring 2015. These milestones refer to different stages and scopes of work.

WSDOT reports approximately $849 million for the Floating Bridge and Landings Project and approximately $515 million for the Pontoon Construction Project. Each figure includes preliminary engineering and right of way for that reported project scope. They are separate project figures, not a stated all-in cost for the full SR 520 corridor. WSDOT says the bridge was funded through state and federal sources, including tolling; its SR 520 program overview provides broader program context.

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