Managing the Flow: A Revive I-5 Update

By: RB McKeon

Seahawks game on Saturday and weekend construction

It’s game week in Seattle, and with a Seahawks home game this Saturday, Jan. 17, a lot of people are focused on one thing: How do I get to kickoff without missing the action, and how do I get back home? With Revive I-5 construction already affecting travel around the Ship Canal Bridge, game-day traffic adds another layer to an already busy weekend.

If you’re heading downtown to cheer on the Hawks, transit is strongly encouraged and continues to be the easiest and most reliable way to get to and from the stadium during construction. Transit avoids the most constrained parts of the highway system and helps keep traffic moving for everyone.

In addition to the lane reductions on northbound I-5, this weekend, there is also work planned on northbound I-405 in Bellevue this weekend, which means we have construction on one of the routes people may opt to use instead of I-5.

Up to two lanes of northbound I-405 will be closed from Southeast Eighth Street to Northeast Fourth/Eighth Street from 11 p.m. Friday, Jan. 16, to 4:30 a.m. Monday, Jan. 19, with additional nightly lane closures north of I-90.

The following on-/off-ramps will be closed:

• Southeast Eighth Street on-ramp to northbound I-405
• Northbound I-405 off-ramp to Northeast Fourth/Eighth Street (Exit 13 A/B)

Signed detour routes will be in place for the ramp closures.

Game-day tip: plan ahead, check conditions before you go, and consider transit to get to kickoff and home again with less stress.

We’re Reviving I-5

If you’ve been traveling through Seattle this week, you’ve likely felt the impacts of Revive I-5 in real time. Lane reductions, slower speeds and longer travel times in and around the Ship Canal Bridge have changed daily routines for thousands of people. We know this hasn’t been easy.

The impacts are real. The delays have been long. Commutes have changed. That disruption is felt differently by every driver, and we don’t take that lightly. At the same time, we know from doing this work before that traffic patterns evolve. As people adjust routes, schedules, and expectations, the system does find a new rhythm even if it takes time.

We want to share some updates on what crews worked on, what the early traffic data is showing and what’s coming up next so people can plan with the best information available.

What happened over the full closure weekend

Over the weekend of Jan. 10–11, WSDOT’s contractor, Atkinson Construction, completed the work needed to set up the long-term work zone for the Revive I-5: Ship Canal Bridge Preservation project. This required a full closure of all northbound I-5 lanes across the bridge.

Crews place barrier that will create a safe workzone during the construction on Revive I-5.

During that weekend, traffic patterns shifted across the entire region:

• Saturday traffic volumes were higher than a typical weekend, while Sunday volumes were lower, reflecting normal weekend travel behavior.
• Alternate routes including SR 99, I-405, SR 520, and I-90 all saw increased use as drivers adjusted.
• During the full closure weekend, the northbound express lanes were utilized and carried a share of northbound traffic while the mainline lanes were closed.
• A Sunday afternoon collision in the northbound express lanes briefly reduced volumes, underscoring how sensitive the system can be when capacity is constrained.

What crews accomplished behind the scenes

While drivers were adjusting to closures and detours, crews were laying the groundwork for long-term preservation work.

Over the weekend, crews:

• Pinned traffic barriers to lock in the long-term work zone
• Paved a new through lane and restriped traffic across the bridge

Lane diagram of traffic shift at NE 45th/50th Street off-ramp

Since traffic reopened with lane reductions, crews have continued critical preparatory work, including:

• Installing debris shields to protect vehicles traveling near active work
• Sealing expansion joints to prevent water intrusion ahead of hydro-demolition
• Chipping the bridge deck to assess underlying concrete conditions
• Moving specialized equipment into place for upcoming phases

This early work may not always be visible, but it’s essential to preserving the bridge deck and extending the life of a structure that carries hundreds of thousands of trips every day.

What we’re seeing now that weekday travel has returned

As weekday commuting resumed on Monday, what we have seen in these first few days are traffic patterns resembling what we saw during summer 2025, the first time this corridor experienced sustained Revive I-5 lane reductions.

So far, we’re seeing:

• Earlier commute start times
• Morning backups on southbound I-5, sometimes stretching north toward the King/Snohomish County line
• Increased use of SR 99 and I-405 as alternate north–south routes
• Continued pressure on SR 520 and I-90 as part of the regional adjustment

These changes are expected. During summer 2025, it took several weeks for traffic patterns to settle as people adjusted routes, schedules, and travel choices. What we’re seeing now follows that same pattern.

It’s also important to note that some alternate routes include tolls, and WSDOT continues to collect tolls on toll roads where tolling is in place.

Why the express lanes operate northbound only

One of the most common questions we’re hearing is why are the I-5 express lanes operating northbound 24 hours a day during this phase of Revive I-5?

During construction, several factors guide how the express lanes operate, including safety, traffic flow, and overall system reliability. With northbound I-5 reduced from five lanes to two across the Ship Canal Bridge, even a single collision or disabled vehicle can significantly disrupt traffic. Keeping the express lanes operating northbound helps reduce the risk of a full northbound shutdown and gives traffic operators greater flexibility to respond to incidents as they occur.

We understand how frustrating this is for people traveling southbound especially when you’re sitting in traffic and see express lanes that may appear lightly used at a given moment. That frustration is real. While the lanes may not always look full, they are being managed as a system-balancing tool, available to absorb surges, incidents, or breakdowns in the northbound lanes as conditions change throughout the day. Their value isn’t measured only by how full they look at one point in time, but by the reliability they provide to the entire corridor over the course of the day.

As weekday travel has returned, the express lanes have continued to play a key role in absorbing peak-period demand and providing flexibility when conditions change throughout the day. They are being managed as part of a regional transportation system, helping balance traffic across I-5, I-405, SR 99, and east-west routes.

View from WSDOT’s traffic camera at NE 45th Street on Wednesday, Jan. 14

It’s also important to note that this express lane operation is tied to specific construction phases and is not a permanent change. Express lane operations are aligned with where capacity has been reduced. When construction shifts to the southbound lanes in 2027, the express lanes are expected to operate southbound for the same reason; to help return capacity where it has been reduced due to construction.

Changing the direction of the express lanes is not as simple as flipping a switch. Each change requires closing the lanes, clearing vehicles, resetting gates and signs, and completing safety checks before reopening in the opposite direction. If an issue is identified during that process, the changeover can be delayed, which can add congestion and create additional challenges.

Traffic patterns also differ by direction. Southbound congestion often builds quickly but typically recovers. Northbound congestion tends to build more gradually, but once it forms, it can persist longer and affect more travelers over the course of the day. Operating the express lanes northbound during this phase helps limit those longer-lasting impacts and maintain balance across the corridor.

Staying informed

We encourage everyone to:

• Check the WSDOT mobile app or Travel Center Map for real-time conditions
• Explore options through Flip Your Trip, Sound Transit, and King County Metro

We’ll continue to monitor traffic daily and share updates weekly as this work continues. Thank you for adjusting, planning ahead and helping keep everyone moving safely while this critical preservation work gets done.

Holding back the tide: How the SR 105 Graveyard Spit project protects a community and its coastline

 By: Celeste Dimichina and Chelsey Martin

Every winter, storms hit the coast near North Cove. Residents watch nervously as waves creep closer to the only road that connects them to the rest of Pacific County. State Route 105 is more than pavement — it’s a lifeline. It links the Shoalwater Bay Indian Reservation and Tokeland to Grayland, North Cove, cranberry farms, and popular places tourists visit. It’s how kids get to school, how goods reach businesses and how emergency crews respond when every second counts.

But the Pacific Ocean never rests. Each tide pulls more sand from the shore. Storms send walls of water crashing over the beach, spraying salt and foam across the dunes as waves reach for the road. What was once a wide beach has worn down to a narrow strip between land and sea. With each wave, the ocean pushes closer, threatening homes, businesses, and the road itself.

For people living along this coast, it’s not just about losing sand. It’s about protecting their only road and their way of life. If SR 105 washes out, the closest detour adds a 75-mile roundtrip drive, leaving this remote area even more isolated.

Historical shoreline map shows the slow erosion of the shoreline. Photo credit: North Willapa Bay Shoreline Erosion and Dune Restoration Graphics. 

A Nature-Based Solution to a Big Problem

For decades, strong storms have battered this coast. Some years storms have washed away more than 100 feet of shoreline. Since 1996, several projects have tried to protect the beach. Large rock and other hard barriers were installed, but the ocean always found a way through.

The latest effort, the SR 105 Graveyard Spit Dynamic Revetment and Dune Restoration, takes a different approach: nature protecting nature. Instead of hard barriers, crews place tons of small rocks to absorb the ocean’s energy. They also rebuilt dunes that can shift and roll with the wind and the waves. These “living shorelines” take in the ocean’s force, protecting the road and the community instead of fighting it.

Graphic shows the history of projects aimed at preserving the shoreline alongside SR 105 near Willapa Bay in Pacific County

So far, the results are promising. Wetlands and salt marshes are returning. In 2024, hope arrived with new life: the first Western Snowy Plover chicks were documented on Graveyard Spit. These small, speckled shorebirds, protected under the Federal Endangered Species Act. The restored dunes now give them a safer place to survive.

That same year, the project won the Environmental Excellence Award for promoting resiliency. It’s proof that protecting people and caring for nature can go hand in hand.

Environmental Excellence Award 2024

Adult Snowy Plover and two chicks

People, Partnerships and Persistence

This project succeeds because of the people who care about this place. The Shoalwater Bay Indian Tribe has been central, guiding decisions and watching over the wildlife.

Each year, WSDOT maintenance crews face harsh winter storms. They close the road and clear debris to keep travelers safe and moving. Scientists from Washington State Departments of Ecology and Fish and Wildlife, along with other agencies, study how the restored dunes handle the ocean and affect wildlife. They share what they learn to help other communities.

Funding from partners like National Oceanic and Atmospheric Administration (NOAA), the Federal Emergency Management Agency (FEMA), the National Fish and Wildlife Foundation, and the State of Washington makes this work possible. Their support ensures this is not just a short-term fix—it’s a lasting investment.

Looking Ahead

Construction will finish in 2026, then the focus will shift to long-term care. Over 50,000 tons of cobble rock will be stored nearby, ready to reinforce the revetment after major storms. A Site Area Management Plan, created with input from all project partners, will help the project adapt as the shoreline changes.

For this community, the Graveyard Spit project is about more than protecting a road—it’s about protecting a way of life. It’s a promise to safeguard the coast, honor the people who have cared for it for generations, and ensure that future residents can stand on this rugged shore and watch the waves crash—not in fear, but with pride in the preserved coastline.

A quiet stretch of rocky coastline where the ocean meets the land—wind, waves, and driftwood shaping the shore under an endless blue sky.

Next steps for addressing the SR 165 Carbon River Bridge closure

In April 2025, we closed the 104-year-old State Route 165 Carbon River/Fairfax Bridge. At the time, our most recent inspections revealed one of the bridge's support columns was bent and buckling. We also saw advanced deterioration in the gusset plates at numerous locations across the bridge. These plates connect the bridges' truss members to other portions of the bridge.

The decision to close the bridge was difficult, but necessary. And it left residents south of the bridge with no way across the Carbon River Canyon. We have a temporary bypass route in place for access, but it's not a long-term solution. Since closing the bridge, we have finished a planning study that addresses access across the Carbon River. The following information is meant to bring people up to speed on what we've done so far, and what's to come.

Permanent barrier was placed in front of the SR 165 Carbon River/Fairfax Bridge, following the closure of the bridge.

Planning Study

To help guide a long-term vision, we do what's called a planning study. Think of it like a road map. It's a deep dive into an issue where we can look at many different options and measure the costs of those options. We put a lot of work into moving this study along as fast as we could. We evaluated options that addressed access across the Carbon River Canyon. Those options fell into the following categories:

• Replacing the bridge in the same vicinity.
• Re-routing SR 165 in a new location east or west of the canyon.
• Keep SR 165 closed and remove the bridge.

SR 165 Carbon River/Fairfax Bridge Planning Study Open House held at Carbonado School on June 2, 2025.

An online open house and two in-person open house events were held in May and June. We received 2,837 comments. Themes from the public feedback included:

• Restore access to Mount Rainier National Park and surrounding recreation areas.
• Rebuild in the vicinity of the current bridge.
• Avoid the highest cost alternatives.
• Minimize local community and business impacts.
• Keeping the bridge closed permanently was the least preferred alternative.

Community meeting held in Buckley on Aug. 21 to share the two alternatives being advanced from the planning study.

In August, we held a community meeting to share which two alternatives are advancing from the planning study into design and environmental review. Those two alternatives are:

• Replace the SR 165 Carbon River/Fairfax Bridge just north of the existing location.
• Keep SR 165 closed and remove the Carbon River/Fairfax Bridge.

Next up: design and environmental review

We allocated $7 million in preservation funding from the 2025-27 biennium Transportation Budget to move these two alternatives from the planning study into design and environmental review.

A couple things are occurring to get things rolling. We need geotechnical (soil and rock) information about the area. To access this location, we have to obtain right-of-way permits from landowners. We also must obtain environmental clearances before the work occurs. The Carbon River Canyon is heavily forested, and the hillsides are steep. It's not easy or cheap to place a drill rig in this area to take coring samples to see if the ground is strong enough to place a bridge foundation. That's the kind of data our survey crews need to gather to help determine the type, size and location of a new bridge.

It takes six to twelve months to collect this information. This timeline is dependent on securing environmental permits to remove some trees in this scenic canyon area for drilling. Our environmental team has identified the location as habitat for Spotted Owl and Marbled Murrelet. There are only certain times of the year we can remove trees to avoid nesting for both species. This early engineering work is used to start environmental review for the project.

View looking north of the existing Carbon River/Fairfax Bridge, in an area where a new bridge potentially could be built.

The option of keeping SR 165 closed is also being evaluated. By keeping SR 165 closed, we may need to compensate the lost access for those who currently have access to SR 165 south of the bridge, if reasonable alternative access is not otherwise provided.

NEPA, known as the National Environmental Policy Act, is a federal process that will look at the environmental impacts of each alternative. It focuses on the effects on the land, water, air, wildlife, habitat loss and human health. We are responsible for collecting and analyzing environmental impacts. Then we hand off the findings to other agencies for further review and comment.

The other agencies involved include Federal Highway Administration, US Fish and Wildlife, National Marine Fisheries Service, Department of Archaeology and Historic Preservation, Tribes and others. Each reviewer is given time to review and comment on WSDOT's work, ranging from 30 to135 days or more. Altogether, WSDOT is planning for a 24-month NEPA evaluation and review timeline.

The environmental review addresses something known as Section 106, the National Historic Preservation Act. The law established a national policy for the protection of important historic buildings and archeological sites and the responsibilities for federal and state governments to preserve our nation's heritage. The SR 165 Carbon River/Fairfax Bridge is listed in the National Register of Historic Places.

The public will have opportunities to provide input during environmental review.

The planning study outlined a preliminary six-year timeline to get a new bridge built. As we do more engineering, this timeframe will likely be revised.

We've read a resolution recently passed by the Town of Wilkeson asking WSDOT not to remove the bridge. The bridge will not be removed without environmental review and until the NEPA process is complete.

SR 165 Bypass route

Following the bridge closure, we took immediate steps to ensure people living south of the bridge had a way to get to and from town. This meant issuing keys to a privately owned bypass route. This nine-mile route is not open to the general public. It's a winding, narrow, gated gravel logging road that we don't own. The route is owned by five private property owners, as are the gates at either end of the route. We negotiated emergency permits and rights of entry with each property owner so people living south of the bridge had a way to get to and from their homes across the Carbon River. This route was established in late summer 2024 when the bridge was severely weight restricted. We appreciate the willingness of the bypass route's five property owners to work with us on this issue.

We recently signed an agreement with the Department of Commerce to help cover funding for automatic gates on the bypass route. The gate hardware is being ordered and will be installed in the coming months. We also recently initiated a new lock and key system to the gates on the bypass route to address security issues.

Our crews maintained this bypass route last winter and will continue to do so in 2026. The bypass will be maintained at the same level as SR 165 was prior to the bridge closure. Our state-wide priority plow route maps are available on our website.

We've heard from people who want to open the bypass road, but that's not possible. The route is privately owned. Under the terms of the agreement we have with the owners, we can't open it to the public.

The bypass route is owned by five property owners. The route is gated and cannot be opened to the general public.

How did we get to this point?

We are frequently asked why the bridge didn't get painted. The short answer is funding. The Carbon River Bridge is competing for available preservation funding with many other aging bridges across the state. We receive funding through the state's Transportation Budget every two years by the state Legislature. We are given limited funding for preserving infrastructure like bridges, and our repair and replacement needs far exceed the funding levels provided through the Transportation Budget. This work has been underfunded for decades, and we can't overspend our budget.

WSDOT maintains 3,481 bridges in its current inventory. 342 WSDOT-owned bridges are 80 years old or older, which exceeds WSDOT's expected service life of a bridge. Bridges are designed for a 75-year life. Many of them desperately need preservation work.

You don't have to look far to see another example of this. SR 162 Spiketon Creek Bridge just a few miles away was closed in 2018 then reopened in 2019 with a temporary bridge structure. The bridge was 82 years old when it closed in 2018. The Spiketon Creek Bridge is one of 33 in the state that currently needs replacement. Over the next 10 years, that number will jump to 80 bridges that need replacement.

We will continue to work with lawmakers, state leaders and partners to share these needs and seek solutions.

The loss of this bridge has affected local property owners, outdoor enthusiasts and local communities alike. We regularly hear from people who miss escaping to the Mowich area of Mount Rainier National Park. It has created challenges for our own crews maintaining a section of SR 165 south of the bridge. We are committed to keeping people updated on next steps and any opportunities for feedback on the two options being advanced.

A view of the 104-year-old Carbon River/Fairfax Bridge closed to all travelers. The bridge opened to traffic on Dec. 17, 1921, and was originally named the Fairfax (O’Farrell) Bridge. Historylink.org has more details on this bridge.

Judkins Park and I-90 – choosing the best alternative for the ramps

By: April Delchamps

Finding the right fit for the community

It is that time of year in Washington when choosing the right outfit feels impossible. You leave home layered up with rain boots and jacket. And, an hour later, you are sweating while carrying all that gear around town.

Deciding on a winter outfit can be tricky. Good luck out there, all! Choosing the right street layout changes for a WSDOT project is far more complex. These decisions affect neighborhoods, local businesses and community organizations. At Rainier Avenue South and I-90, they affect everyone who walks, rolls, bikes or drives.

We take this responsibility seriously. We know past decisions have had a big impact on overburdened communities. For every study and project, we must find a balance. We have to work within the physical limitations to find the best access and safest options, while avoiding negative impacts on the community. Learn more about WSDOT’s best practices as it relates to community impacts.

The Judkins Park challenge

The Judkins Park Station – Reconnecting Communities Study demonstrates this careful balance. We are studying how to improve where the I-90 ramps meet Rainier Avenue South. We now have four options, or alternatives, to consider. You could say we are “trying on” these four different alternatives.

The community has played a central role in coming up with these four alternatives. You have shared what you love about your neighborhood and how you want to see it improve. Passionate people in the Judkins Park area have joined us, imagining a new design for these I-90 ramps.

What exists today

Here is what the ramps look like today:

Map of Judkins Park area with the on-ramp and off-ramps.

Our goal is to enhance safety and connectivity for those who walk, roll and bike. This will be even more important when the Judkins Park Link light rail station opens. Like choosing the right winter outfit, we are thinking about benefits and tradeoffs. We want to understand the human experience, as well as what the traffic models predict.

What we are considering

1. Community input

Community feedback is at the center of decision-making. Read our first blog post about this study for more details about what we have heard from the community.

2. Current data and assumptions

We are testing the four alternatives with these assumptions:

• There will be increased transit, biking, and walking or rolling in the Judkins Park area.
• There will be no increase in vehicle traffic.
• Changing the ramps provides opportunities to reduce the number of lanes along Rainier Avenue South, in the study area, from six lanes to four lanes.
  • Important note: A follow-up test will be done to check if the number of lanes at the intersections can be further reduced by using lower traffic volumes along Rainier Avenue South.
• Vehicles cannot turn right on a red light at a traffic signal.

3. Physical limitations

We are balancing these realities:

• We cannot get rid of vehicle access. People need to access social services, schools, work and other activities.
• Community places must stay connected. This includes parks, trails, businesses, schools and services.
• Space is limited. We have to think about things like hills and slopes, stormwater systems, sound walls and other projects (like the Judkins Park Station and RapidRide).

The four alternatives

We have narrowed our options down to four alternatives, or options. Each one has a different way of enhancing safety and connectivity for people walking, biking and rolling. Think of it like trying different outfits. Your warmest coat is the heaviest to carry, and your rain boots might not be ideal for walking long distances. No option is perfect, which is why we are carefully studying how each one may work in real life.

Important note: Our engineers are evaluating each option. They are verifying the number of vehicle lanes, how bus stop areas work and how the intersections are designed. We are sharing what we know so far, and once these options are refined, we will share more.

In every option, we are thinking about how the ramps meet Rainier Avenue South. If we use T-shaped intersections, with angles closer to 90-degrees, vehicles will have to slow down or stop. This means vehicles will not be able to flow freely from the ramps to Rainier Avenue South.

Alternative 1

This option keeps all existing ramps. This allows vehicles to access the Judkins Park neighborhood services and destinations. Here are some other things we are considering for this alternative:

• A single traffic signal or roundabout would be added to Ramp #3 and Ramp #5, and a new traffic signal would be added to Ramp #4. This would force vehicles to slow down or stop. They would not flow freely between Rainier Avenue South and the ramps.
• This option also reduces Rainier Avenue South to four lanes under I-90. Buses would stop in the regular travel lane to pick up and drop off passengers. In this design, buses spend less time pulling out of and merging back into traffic.

A map of Alternative 1. The ramp changes are shown in orange.

Alternative 2

This option closes the westbound I-90 off-ramp to northbound Rainier Avenue South (Ramp #4, shown with red hatching). Here are other things we are considering for this alternative:

• Adding a traffic signal or roundabout to Ramp #5. This would serve vehicles travelling from westbound I-90 to both southbound and northbound Rainier Avenue South.
• A pedestrian signal is added just north of I-90. This would allow people to cross the street at a controlled marked crossing.
• This option reduces Rainier Avenue South to four lanes under I-90. It would use in-lane bus loading, similar to Alternative 1.

A map of Alternative 2. Ramp changes are shown in orange, and proposed ramp removals are shown in red.

Alternative 3

This option is the opposite of Alternative 2. Alternative 3 closes the I-90 westbound off-ramp to southbound Rainier Avenue South (Ramp #5, shown with red hatching). Some other things we are considering for this alternative are:

• Adding a traffic signal to Ramp #4. This will serve vehicles travelling from westbound I-90 to both southbound and northbound Rainier Avenue South.
• A traffic signal or roundabout would also be added to Ramp #3. This would allow people to cross the street at a controlled marked crossing.
• This alternative also reduces Rainier Avenue South to four lanes under I-90. It would use in-lane bus loading, similar to Alternative 1.

A map of Alternative 3. Ramp changes are shown in orange, and proposed ramp removals are shown in red.

Alternative 4

This option makes the most dramatic changes. It would close both the westbound off-ramp (Ramp #4) and the eastbound on-ramp (Ramp #2) (both shown with red hatching). The vehicle movements served by Ramp #4 would be added to Ramp #5, and the vehicle movements for Ramp #2 would be added to Ramp #3. Other elements of this alternative are:

• A single new traffic signal or roundabout would serve both Ramp #3 and Ramp #5, north of I-90.
• A pedestrian signal is added just north of I-90. This would allow people to cross the street at a controlled marked crossing.
• This alternative requires six lanes under I-90. There would be four vehicle lanes and two bus lanes. The buses would load in their own lane, which requires the buses to merge back into traffic.

A map of Alternative 4. Ramp changes are shown in orange, and proposed ramp removals are shown in red.

What’s next

As winter continues, Seattleites will continue the daily winter outfit debate. Meanwhile, our engineers will be using special software to review each alternative. They will be looking for a sweet spot. They want to enhance safety and comfort for people who walk, roll, and bike, without making it harder for drivers.

A graphic showing our study process and how community engagement is incorporated into our decision-making process.

Where we are in the study

We are using a clear process for our study. We want to improve access to the light rail station and reconnect the community. We are currently in the middle of Step 4, shown below.

Here's how it works

See the graphic on the right for more details on the study process, the questions we’re asking at each step, and how we’ll arrive at the final result.

After step 4, analyzing the four alternatives, we will talk about the results. We'll share these in a future blog post.

Throughout this whole process, we are working closely with both our Advisory Group and the community to get their input.

Learn more and stay connected

We are committed to transparency throughout this process.

Study webpage

Visit the project page for the latest updates, detailed information and recordings/presentations from our Advisory Group meetings.

Email updates

• Sign up for Seattle area news and study updates.

Contact Info

Amber Stanley - Community Engagement Lead
Phone: 206-817-8833
Email: amber.stanley@wsdot.wa.gov