Bills: SB6005, SB6225

Keywords: transportation budget, transportation appropriations, capital budget, supplemental budget, Washington State Department of Transportation, WSDOT, Washington State Patrol, Department of Licensing, ferries, Puget Sound ferries, tolling, express toll lanes, highway safety, traffic safety, impaired driving, ignition interlock, speed cameras, transit funding, public transit, multimodal transportation

Summary: The Senate Transportation Committee met in executive session to review three measures: the proposed substitute for Senate Bill 6005, the supplemental transportation budget; Senate Bill 6225, authorizing additional transportation bonds; and Engrossed Substitute House Bill 2508, relating to the Office of Independent Investigations. Staff briefed eight amendments to SB 6005, including technical corrections, funding and reporting changes, and several project-specific additions such as ferry operations, rail projects, and bridge or electrification work. The committee also heard a briefing on SB 6225, which would increase bond authorizations, including general transportation bonds, gas tax bonds for Move Ahead Washington projects, and SR 520 bonds, while repealing some older authorizations. During executive session, the committee adopted all eight amendments to SB 6005, then rolled them into the substitute bill and advanced it with a due-pass recommendation to the Rules Committee. The committee also advanced SB 6225 with a due-pass recommendation to the Rules Committee. ESHB 2508 was moved without recommendation to the Ways and Means Committee. Members concluded by thanking staff for their work on the budget and bond legislation before adjourning.

Transcript Highlights:

• WSDOT has...
• working for WSDOT.
• And WSDOT has done that.
• WSDOT review of local projects.
• WSDOT is leading that effort.

Summary: The meeting began with introductions from members of the Joint Transportation Committee and a presentation from the Association of Washington Cities and the public works directors of Richland, Kennewick, Pasco, and West Richland. The cities described the Quad Cities region as one of the fastest-growing in the state and outlined shared transportation priorities that align with the committee’s focus on safety, multimodal access, climate resilience, and economic development. They emphasized Vision Zero efforts, complete streets, ADA accessibility, regional trail and bike/pedestrian planning, and coordinated long-range transportation and land-use planning to manage growth. The city officials also discussed major funding and delivery challenges, including rising construction costs, project phasing, pavement preservation, right-of-way acquisition, and delays caused by state and federal permitting and review processes. They highlighted regional cooperation through the Benton-Franklin Council of Governments, Good Roads, and local funding tools such as impact fees, transportation benefit districts, REET, tax increment financing, and state and federal grants. Specific projects discussed included Richland’s SR 240/Aaron Drive complete streets project and downtown connectivity work, Kennewick’s Columbia Center Boulevard improvements and rail study, Pasco’s Court/Road 68, Sylvester Street corridor, I-182 bridge/interchange work, and a new north-south bridge study, and West Richland’s SR 224 Red Mountain corridor project, which officials said was awarded under budget and is scheduled to begin construction. Committee members asked questions about sidewalk connections to schools, state-agency right-of-way timelines, apprenticeship utilization, contractor selection, and whether complete streets requirements add burdens to pavement preservation projects. The city officials said new development is generally meeting sidewalk standards, but older infill areas remain a gap; that state right-of-way transactions can take much longer than expected; that apprenticeship requirements are common but harder for smaller contractors and local labor markets; and that low-bid contracting leaves little room to screen for performance history. They also said complete streets requirements are usually manageable on major projects but can be difficult to absorb in smaller preservation work. The committee then shifted to a JTC-funded study on transit-oriented development, presented by Urban Institute researcher Yona Freemark. The study examined TOD conditions in 33 cities in Snohomish, King, Pierce, Clark, and Spokane counties near rail and bus rapid transit stations. Freemark said Washington’s housing affordability crisis is severe, especially near transit, and found that high-cost cities have seen more development near stations but also signs of gentrification and loss of affordable housing, while lower-cost cities have had less development and worsening affordability relative to income. He identified barriers including high debt costs, land costs, infrastructure costs, zoning and parking rules, and limited subsidies for affordable housing. He recommended more neighborhood infrastructure funding near stations, stronger affordable housing investment, and better use of public land, noting that HB 1491 and related legislation are already changing some local requirements.

Transcript Highlights:

• For WSDOT, they listed an impact of greater than $50,000.
• So for local agency projects that are funded by WSDOT, the fiscal impact is due to the need for WSDOT
• with the approval of WSDOT.
• WSDOT may designate criteria.
• WSDOT.

Keywords: 904, all

Summary: The committee heard several transportation-related bills. ESSB 6262 would raise the vehicle-weight threshold for transportation benefit district fees from 6,000 to 9,000 pounds for vehicles subject to gross weight license fees, with supporters arguing it closes a loophole and makes road maintenance funding more equitable; the fiscal note was described as indeterminate because adoption by local districts is unknown. SB 5824 would clarify how fifth-wheel travel trailers are measured, from the center of the kingpin to the rearmost point, to align Washington with other states and support RV sales. Both bills received sponsor testimony and support from industry and local government witnesses, with no votes taken in the hearing. The committee also heard ESSB 6311, which would require continuous, accessible pedestrian passage during construction in hospital, park, and school-related zones, require pedestrian access safety plans, and authorize inspections and enforcement by local governments and WSDOT. The sponsor said the bill was modeled on local practices and aimed at protecting pedestrians near sensitive destinations; local and transportation advocates supported it, while contractors asked for clarification that design responsibility should rest with the project owner in design-bid-build projects. A fiscal note estimated WSDOT costs for plan review and project compliance, and the bill was left in hearing only. Two bills addressed emerging vehicle and safety issues. SB 6110 would exclude certain faster electric vehicles from the e-bike definition and create a work group to recommend a framework for electric motorcycles; witnesses generally supported the study but urged adding a clear e-motorcycle definition and more explicit enforcement options, especially for youth use. ESSB 6066 would create crash prevention zones, initially for a specific stretch of U.S. 395 and later more broadly, allowing local safety investigations, speed-related enforcement, and use of traffic cameras; Pasco and county risk pool representatives supported it, while the sponsor asked for expansion to other dangerous corridors. The committee also heard SB 5833, which would allow a person to leave a vehicle running for up to 30 minutes to heat or cool a pet inside under specified conditions; law enforcement opposed it as potentially increasing theft risk and suggested aligning it with another bill on remote climate-control features. No final votes were taken, and the chair closed the public hearings and adjourned the meeting.

Transcript Highlights:

• I am WSDOT State Design Engineer. My name is Mark Gaines. I am WSDOT State Design Engineer.
• So talk about how WSDOT incorporates that.
• WSDOT touched on this risk pool concept.
• And we should note that WSDOT has a transportation mandate, but transportation planning also WSDOT is
• WSDOT would need, you know, the head not to move forward.

Summary: The committee first heard a presentation from WSDOT on balancing uncertainty in capital program estimates and cash flow management. WSDOT explained the differences between design-bid-build and design-build delivery, its tiered risk-assessment process by project size, and how it uses base estimates, inflation, and risk modeling to set budgets. Staff said design-bid-build estimates are generally accurate within about 1% across the program, while design-build projects carry much wider uncertainty and are better communicated as ranges; they cited a P85 budget approach and noted that large, complex projects can be affected by market competition and long procurement timelines. Members asked about the Columbia River Bridge cost growth and about value engineering, and WSDOT said it uses value engineering but has limited scope to cut costs because of project requirements and policy mandates. Troy Swing also discussed cash flow, noting that a few large projects can significantly affect biennial funding needs, and said a risk pool would not reduce overall program risk but could help manage timing if paired with appropriation and cash-flow controls. The committee then received the final presentation in the WSDOT Project Delivery and Innovative Practices study from HKA Global. The consultant said WSDOT’s estimating practices are generally robust and recommended improving transparency by presenting budget authorizations as ranges or estimate classes, better tracking estimate growth over time, and adjusting advertisement timing to avoid competing lettings. The report also discussed surety bonding, suggesting the legislature consider restoring authority for reduced bonding on select large design-build projects or using phased bonding and alternative securities. On indefinite delivery/indefinite quantity contracting, the consultant said current job order contract rules are restrictive and recommended legislative changes to make such tools more usable, especially for smaller tasks and to help use unspent funds more flexibly. The committee also heard a follow-up presentation on transit-oriented development policy recommendations tied to HB 1491. The Urban Institute’s Yona Freemark said Washington has been a national leader on TOD but that housing construction, especially in the Puget Sound, has slowed sharply since 2022. He said rising construction costs, high financing costs, and local tax and rent conditions are making many TOD projects infeasible, and recommended that the state fill infrastructure funding gaps around stations, revisit MFTE affordability requirements, consider minimum rather than average density requirements near transit, and create a statewide system to track TOD outcomes such as affordability, gentrification, and transit access. Members questioned the study’s developer interviews, the role of rent control and crime, property tax assumptions, and parking needs; the presenter said the study included five private developers, that rent control was not part of the study scope, and that parking was included in the model assumptions. Finally, the committee began a presentation on regulating emissions from ocean-going vessels at berth. Staff and consultants described California-style at-berth rules, which require shore power or equivalent emissions controls so ships can shut off diesel auxiliary engines while docked. The study is examining vessel traffic, emissions reductions, implementation costs, labor and operational needs, and possible effects on port competitiveness and cargo diversion. No votes or formal actions were taken during the meeting.

Transcript Highlights:

• Additional possible fiscal impacts to WSDOT are possible, based on the full scope of infrastructure grant
• And if we were able to get funding through WSDOT, that would likely be in the two million-ish range.
• Paul, you asked whether WSDOT or FIMSIB participated in the public hearing.
• These are very specific and they're delineated by data collected by WSDOT and provided to FIMSIB and
• Certainly, I think WSDOT might be able to provide some help, or some other entities out there.

Summary: The committee held public hearings on two transportation-related bills. For Engrossed Substitute Senate Bill 5374, staff explained that the bill would require tribal governments to be included in Growth Management Act transportation coordination and in preparation of county six-year transportation programs, and would create a tribal traffic safety coordinator grant program through the Traffic Safety Commission. Fiscal impacts were described as indeterminate and scalable, with estimates for staffing, grants, and local government coordination costs. The Association of Counties testified in support, saying the bill would better align existing tribal consultation processes with transportation planning and would not force counties to restart plans already near adoption. For Engrossed Senate Bill 5649, staff said the bill would create a Washington State Supply Chain Competitiveness Infrastructure Program to provide grants and loans for public and tribal ports with public operations, with DOT setting priorities and criteria in collaboration with supply chain stakeholders. Fiscal notes estimated significant staffing and program costs, but the amount would depend on appropriations; no funds were included in the current Senate Transportation budget. The Washington Public Ports Association and representatives from the Port of Everett and Port of Port Angeles supported the bill, arguing it would help ports address congestion, improve freight efficiency, and leverage federal matching funds for major infrastructure projects. The Freight Mobility Strategic Investment Board director said many proposed projects would not qualify for FMSIB funding because they are not on strategic freight corridors, which is why a separate program may be needed. Members asked about timing, whether the tribal planning bill would require counties to start over on plans already near completion, and how the port bill would interact with existing funding sources and FMSIB eligibility. Staff and witnesses said the tribal bill was intended to work with existing coordination processes and not force counties to restart, while the port bill was meant to fill gaps where current programs do not apply. The chair then reviewed amendment deadlines for budget and committee bills, and the meeting adjourned for caucuses.

Transcript Highlights:

• WSDOT reports a base fiscal impact of $16,000 annually for 0.7 FTE ongoing to provide subject matter
• Additional possible fiscal impacts to WSDOT are possible, or would be possible based on the full scope
• In the fiscal note available, WSDOT estimates a fiscal impact of... ...around $300,000 in FY 2027 and
• Paul, you asked whether WSDOT or FIMSIP was participating in the public hearing.
• Certainly, I think WSDOT might be able to provide some help or some other entities out there.

Keywords: 904, all

Summary: The committee held public hearings on two bills. For engrossed substitute Senate Bill 5374, staff explained that it would require tribal governments to be included in Growth Management Act transportation planning and in county six-year transportation programs, and would create a tribal traffic safety coordinator grant program through the Traffic Safety Commission. Fiscal notes described indeterminate costs depending on the number of tribes and grants, with baseline staffing and program costs noted for the commission, WSDOT, Commerce, and local governments. The only testifier, representing the Association of Counties, supported the bill and said counties already do some of this work but wanted the bill to align the transportation program statute with existing GMA coordination language; members asked whether the bill would force plans to restart, and staff and the testifier said it should not. The committee then heard engrossed Senate Bill 5649, which would create a Washington State Supply Chain Competitiveness Infrastructure Program to provide grants and loans for port and tribal port infrastructure projects. Staff said DOT would set priorities and performance metrics in collaboration with supply chain stakeholders, and fiscal notes estimated staffing costs but said the overall fiscal impact was indeterminate because the program size would depend on appropriations. Testimony from the Washington Public Ports Association and the Ports of Everett and Port Angeles supported the bill, saying it would help ports address congestion, improve freight movement, and leverage federal matching funds for projects that may not qualify for existing freight mobility funding. The Freight Mobility Strategic Investment Board director said many proposed projects do not meet its statutory strategic corridor criteria, though the board had discussed the bill’s language with proponents. After public testimony, the chair closed both hearings. The committee also reviewed deadlines for budget and floor amendments, including a 6 p.m. same-day deadline for budget requests and guidance to submit committee amendment requests by the next day for bills expected on the floor Monday, then adjourned for caucuses.

Transcript Highlights:

• We also interviewed city staff and staff from WSDOT, and we analyzed... ...and staff from WSDOT.
• It's a great question, and WSDOT is currently studying that right now.
• Importantly, the legislation does not direct WSDOT to pursue P3s.
• Working really closely with the SRTMC team and the WSDOT team...
• let the WSDOT communications team know what projects we were doing.

Keywords: 904, all

Transcript Highlights:

• This adjusted amount must be published on the WSDOT website.
• The bill also increases the maximum estimated cost of work or procurement that WSDOT can contract for
• It did not apply to the highway side of WSDOT. So this would bring those in line. So, follow on?
• So, Allison, how long have you been at WSDOT? I have been there for 93 days.
• We've got to get ahead of this to get that $1.8 billion per biennium that WSDOT needs.

Summary: The committee heard briefings and public testimony on three transportation bills. Substitute Senate Bill 6170 would raise WSDOT monetary thresholds for doing repairs in-house and for contracting work intended to support small, veteran-, minority-, and women-owned businesses, increasing the regular repair limit from $60,000 to $100,000, the emergency repair limit from $100,000 to $160,000 with annual inflation adjustment, and the contracting threshold from $100,000 to $160,000. The sponsor and WSDOT supported the bill as an efficiency measure; the fiscal note indicated no fiscal impact. Washington Federation of State Employees also supported it, saying the higher limits would let highway maintenance crews do more work in-house while preserving the existing work split with contractors. Substitute Senate Bill 6225 would authorize new and expanded transportation general obligation bonds, including $1.1 billion for highway projects in the Move Ahead Washington account, $400 million for listed highway projects with cost increases, and a $500 million increase to the SR 520 bond authorization, while also ending issuance of certain older unissued bond authorizations after June 30, 2026. Committee members asked about debt service, bond capacity, and how the money would be allocated; staff said the projects would be handled through the budget process and that the bill was intended to provide flexibility. Labor and business groups supported the bill as a way to fund preservation and maintenance and provide predictability, while Transportation Choices Coalition said any bonding should be limited and paired with broader transportation funding reforms and protection for multimodal programs. Engrossed Substitute Senate Bill 6354 would allow certain qualifying U.S.-based battery electric vehicle manufacturers that have Washington service facilities and no prior franchise agreements to own and operate dealer licenses and sell directly, while also raising the dealer documentary service fee from $200 to $250 until the end of 2026 and directing part of the increase to an EV rebate program and the multimodal transportation account. Rivian and Lucid supported the bill as a compromise that would expand EV access and direct-sale options; Climate Solutions and the Port of Seattle also supported it, citing emissions reduction and affordability goals. Washington State Auto Dealers Association supported the compromise, saying it strengthens franchise protections while allowing limited direct sales. Honda, Toyota, Ford, GM, and the Alliance for Automotive Innovation opposed the bill, arguing it creates special treatment and weakens the franchise system, and some urged added consumer protections, service requirements, or bonding. The committee took no final action and closed the public hearings after testimony.

Transcript Highlights:

• Second Substitute Senate Bill 1569 directs WSDOT to adopt and maintain agency policies that proactively
• It also directs WSDOT to adopt and maintain agency policies that maximize the amount of federal funding
• And it clarifies that the provision requiring WSDOT approval for a local jurisdiction to designate a
• It clarifies that the provision requiring WSDOT approval for a local jurisdiction to designate a crash
• It would require WSDOT to coordinate with local communities.

Keywords: 904, all

Summary: The committee held a work session on autonomous vehicles, beginning with an overview from the Washington State Transportation Commission on the state’s five-year AV work group. The commission described its 2018 legislative mandate, the 35-member executive committee and seven topical subcommittees, and the resulting 29 recommendations and “roadmap to the future.” The presentation emphasized that Washington currently lacks the agency expertise, programs, and statewide framework needed for broader AV deployment, and highlighted the state’s existing DOL testing program, which requires self-certification, $5 million insurance, collision reporting, and notice to law enforcement. Officials from California and Arizona then described their regulatory systems. California outlined a long-running permit structure for testing with and without a safety driver and for deployment, along with a new rulemaking package that would expand use cases, require more data reporting, allow citations to be issued to manufacturers for moving violations, and set mileage and safety-case requirements before deployment. California also said it tracks crashes and incidents but has no fatalities attributed to AVs on record. Arizona described a framework built through executive orders and later legislation, including self-certification, law enforcement interaction plans, quarterly meetings with companies, and monthly coordination through a connected and automated vehicle team; Arizona also reported no fatalities attributed to AVs and said most crashes appear to be caused by other drivers. Industry representatives from Waymo, Zoox, and the Autonomous Vehicle Industry Association argued that AVs can improve safety, accessibility, and mobility, and said their companies are already operating or testing in multiple cities. Waymo cited its sensor suite, 127 million rider-only miles, and claimed reductions in injury and pedestrian crashes; Zoox emphasized its purpose-built electric robotaxi, first-responder engagement, and local jobs; AVIA said its members have driven more than 145 million autonomous miles and that 26 states now expressly authorize driverless AV operations. Committee members asked about public education, crash and fatality data, school zones, first responders, labor impacts, and emergency procedures inside vehicles. Labor, firefighter, and local government witnesses raised concerns about safety, congestion, emergency response, and job losses. Teamsters and driver-union representatives argued Washington should not become an unregulated testing ground, warned that AV deployment could displace tens of thousands of drivers, and urged requiring a human safety operator for deployment. Firefighters described incidents where AVs interfered with emergency scenes. Seattle’s transportation department said local agencies need accountability, open data standards, and first-responder coordination, and argued that AV operations are concentrated in cities where local governments bear the operational burdens.

Transcript Highlights:

• However, WSDOT, back in 2018, created a federal small business enterprise program.
• With other DOTs around the nation, and they're going to try to get where WSDOT is.
• In closing, I'm very proud of the work that WSDOT has done to get ready for this day.
• But I want to highlight that OMWBE and WSDOT are not in this alone.
• And WSDOT. We're not in this alone.

Summary: The committee heard a work session on voting access on tribal lands, beginning with a presentation from Dr. Chelsea Jones of the Brennan Center. She described barriers affecting Native voters and voters on tribal lands, including long travel distances to polling places and drop boxes, nontraditional addresses, unreliable postal service, language access, and limited broadband. Citing research, she said turnout on tribal lands trails turnout off tribal lands by about 10 percentage points nationally and about 10% in Washington, with larger gaps in some convenience voting measures. Members asked about the meaning of “lost votes,” the role of tribal leadership and community trust, and whether outreach by election officials and candidates could help; Dr. Jones emphasized that the study measured missed voting opportunities, not missing ballots, and that partnerships with trusted community leaders are important. The University of Washington Elections Database then presented data on voter registration, turnout, signature challenges, curing, and ballot rejection for voters whose addresses fall within tribal reservation boundaries. The presenters said registration on reservations increased from about 107,000 in 2010 to 137,000 in 2024, turnout on reservations remained about 8 to 9 percentage points lower than outside reservations in recent general elections, and signature-challenge and rejection rates were generally low but somewhat higher in off-year elections. They reported that about 60% to two-thirds of signature-challenged ballots are cured, with cure rates similar inside and outside reservations, and that late return is the most common reason for primary ballot rejection while signature mismatch is the leading cause in general elections. A question was raised about USPS postmarking issues and how those might affect future data; the presenters said they plan to track return method and cure timing more closely. The committee also received an overview of the Governor’s Office of Indian Affairs. Staff reviewed the office’s history, the Centennial Accord, the Millennium Agreement, and related state-tribal frameworks, and GOIA Director Tim Rainan described the office’s role as a bridge between the state and tribal governments, including consultation, policy coordination, training, and convening work groups. He said GOIA now has six positions, is part of the governor’s executive cabinet, and is working on a statewide tribal relations training module and consultation handbook. In response to a question, he said tribal voting is not a major topic at the Centennial Accord but is discussed more extensively through ATNI. The committee then shifted to contracting equity, hearing from WSDOT, DES, OMWBE, and the Office of Equity. WSDOT described its race-neutral small business and veteran goals, mentorship and support programs, and its response to the federal suspension of the DBE program; DES discussed statewide contracting spend, the EDGE pilot for small construction firms, and efforts to improve procurement access; OMWBE reported growth in certified firms and about $371 million in state spend with certified firms in the most recent year, while noting ongoing impacts from federal DBE changes; and the Office of Equity outlined its broader work on agency consultation, dashboards, and systems change. No votes were taken.

Transcript Highlights:

• This adjusted amount must be published on the WSDOT website.
• The bill also increases the maximum estimated cost of work procurement that WSDOT can contract for to
• It did not apply to the highway side of WSDOT. So this would bring those in line. So, follow on?
• It would be expenditures that the treasurer and WSDOT deemed eligible under... okay, thank you.
• We've got to get ahead of this to get that $1.8 billion per biennium that WSDOT needs.

Keywords: 904, all

Summary: The committee heard briefings and public testimony on several transportation-related bills. Substitute Senate Bill 617 would raise WSDOT monetary thresholds for work done by state forces and for procurement set-asides, increasing regular repair limits from $60,000 to $100,000, emergency repair limits from $100,000 to $160,000 with annual inflation adjustment, and the small-business/veteran/minority/women contractor threshold to $160,000. Senator Curtis King and WSDOT testified in support, saying the limits have not been updated since 2005 and the bill would improve efficiency without fiscal impact; WFSE also supported the measure, saying it would help maintenance crews do basic highway work while preserving a balance with private contractors. The committee also heard Substitute Senate Bill 6225, which authorizes additional transportation general obligation bonds, including $1.1 billion for highway projects, $400 million for specified Move Ahead Washington projects, and a $500 million increase to the SR 520 bond authorization, while expiring some older unused bond authorizations after June 30, 2026. Staff and agency witnesses explained the bond structure and estimated debt service, and labor and business groups supported more predictable preservation funding, while a transportation advocacy group urged any bonding be limited and paired with broader planning changes. The committee then took testimony on Engrossed Substitute Senate Bill 6354, a compromise bill on electric vehicle direct sales and dealer fees. The bill would allow certain qualifying U.S.-based battery-electric manufacturers that have Washington service facilities and registered vehicles in the state to obtain dealer licenses and sell directly, while also increasing the negotiable documentary service fee from $200 to $250 through 2026 and directing part of the increase to an EV rebate program and the multimodal transportation account. Rivian and Lucid supported the measure, saying it would allow direct sales under a clear regulatory framework and help expand EV adoption; Climate Solutions and the Port of Seattle also supported it, emphasizing emissions reduction and EV affordability. Washington auto dealers supported the compromise, but Honda, Toyota, Ford, GM, and the Alliance for Automotive Innovation opposed the direct-sales carveout, arguing it creates unequal treatment and weakens the franchise model; several of those opponents asked for added consumer protections, service requirements, bonding, or limits on future franchise-law changes. The committee asked several clarifying questions about licensing, service obligations, fee collection, and the scope of the documentary fee, and then closed the public hearing on the bill.

Transcript Highlights:

• After site assessment with WSDOT, it turns out several sites After site assessment with WSDOT, it turns
• And then also we brought along a picture of one of the other safety enhancements that WSDOT has done
• Just to add to that, the relationship with WSDOT didn't start off really strong.
• So they directed us, our engineering program, to work with WSDOT.
• Since then, WSDOT has come back and proposed a few more roundabouts.

Summary: The Senate Transportation Committee met in Yakima to focus on tribal traffic safety, with members and Yakima Nation leaders emphasizing the importance of safety, the right to travel, and continued partnership on U.S. 97 corridor improvements. Yakima Nation Vice Chair Christopher Wallachie and engineering staff described the Tribal Traffic Safety Committee, the U.S. 97 safety project, heritage connectivity trails, roundabout construction, and the use of federal grants and advanced sensing technology to identify hazards before crashes occur. They highlighted collaboration with WSDOT, the Traffic Safety Commission, the University of Washington, and other regional partners, and explained that the goal is to move from reactive crash response to proactive risk reduction. The Yakima Nation engineering team and AI Vision presented the MUST sensor project, which uses compact AI-enabled devices to collect traffic counts, speeds, near-miss events, roadway conditions, and pedestrian activity, with data transmitted to a dashboard and used for real-time warnings and longer-term planning. Committee members asked about speed tracking, driver behavior, enforcement, and partnerships with WSDOT and counties. Yakima Nation staff said the relationship with WSDOT has improved over time, especially after community outreach on proposed roundabouts, and that the tribe now supports several roundabout projects and broader safety coordination. The Washington Traffic Safety Commission then presented statewide fatality trends and tribal traffic safety data. Mark McKekney said 2024 showed a roughly 10% decrease in fatalities statewide, though recent years remain among the highest in decades. He noted that race and ethnicity data are only available for people who die in crashes, and that many American Indian and Alaska Native fatalities involve passengers, pedestrians, or bicyclists rather than drivers. Penny Rerick outlined tribal traffic safety coordinator grants and other state-funded tribal projects, including work with Yakama Nation, Colville, Kalispel, Makah, Port Gamble S'Klallam, Muckleshoot, Lower Elwha, and Puyallup, stressing that flexible state funding helps fill gaps left by federal programs and supports community-led solutions. The final presentation covered impaired driving enforcement and ignition interlock compliance in Yakima County. Yakima Police Chief Sean Boyle said the city created a DUI enforcement and education officer program that helped reduce serious injury and fatal impaired-driving crashes, supported by state funding and social media outreach. Yakima County District Court’s Nick Bazan described a supervision program for DUI offenders and interlock compliance, reporting more than 1,000 DUI convictions in 2024-25 and about 3,800 noncompliant interlock users countywide. He said the court is using a two-pronged approach—pretrial assistance for indigent clients and post-conviction accountability and case planning—to improve compliance and reduce impaired driving. The committee expressed support for the work, noted the progress made, and adjourned the work session after thanking presenters for their updates.

Transcript Highlights:

• from WSDOT data and reviewed recent studies on statewide transportation project delivery.
• And WSDOT is currently studying that right now.
• Importantly, the legislation does not direct WSDOT to pursue P3s.
• From the beginning, WSDOT intentionally chose a phased implementation approach.
• Working really closely with the SRTMC team and the WSDOT team...

Summary: The committee began with member introductions, then heard a presentation on a draft final report studying alternative funding mechanisms for sidewalks and related pedestrian infrastructure. Consultants said current local funding sources are insufficient, with most jurisdictions unable to complete planned sidewalk networks within 50 years. They evaluated four options: a sidewalk utility fee, a modified transportation benefit district sales tax, a new real estate excise tax option, and expanded stormwater fee use for ADA sidewalk ramps. The consultants recommended authorizing the modified TBD sales tax and new REET option, considering a sidewalk utility despite legal uncertainty, broadening any authorization to all pedestrian improvements, and not pursuing the stormwater fee option. Members asked about legal authority, fairness, revenue adequacy, and whether jurisdictions had been consulted; the presenters said state enabling legislation would likely be needed for a sidewalk utility and that fairness could be defined either by direct benefit or by need. The committee then received an update on the 2025 assessment of city transportation funding needs. The consultants reported that city transportation revenues have grown in some local and federal categories since 2019, but state revenues have remained relatively flat and smaller cities are especially affected by declining fuel tax revenues and limited tax bases. They estimated annual city transportation needs at $4.25 billion, average annual spending at $1.89 billion, and a funding gap of $2.37 billion, larger than in the prior study because of updated data, inclusion of system improvements, and higher preservation costs. Draft recommendations focused on reducing costs and improving efficiency, preserving and increasing state support, and expanding local funding options, including preservation-first spending, a permanent federal fund exchange program, streamlined review processes, better coordination with WSDOT, possible property tax flexibility, and exploration of new local tools. Members raised questions about design standards, the role of density and transit, federal compliance, and whether the report would identify specific consolidation or process changes. The committee also heard a project update on evaluating zero-emission vehicle and electrification programs funded by the Climate Commitment Act. Consultants said they had reviewed roughly 23 programs and projects across seven agencies and were now evaluating options to improve delivery, including process improvements, reorganizing programs, or consolidating governance and administrative functions. Early findings highlighted staffing shortages, duplication and variation across agencies, differing levels of risk, and the challenge of coordinating climate priorities across agencies with other core missions. Members asked about program outcomes, administrative costs, whether some programs should have exit strategies, and how to strengthen the EV Coordinating Council. Finally, WSDOT provided an implementation update on its new public-private partnership authority under SB 5801, saying work is underway to prepare governance, legal, policy, and organizational structures ahead of the January 1, 2027 effective date.

Transcript Highlights:

• So if you had the funding, would WSDOT be able to do it? Yeah, depending on the amount.
• So will the WSDOT decision package, well, the governor...
• what WSDOT, what your plan would be to our state's plan to address this?
• There's a number of options that WSDOT is considering to reduce the risk of overheight strikes.
• So, financial recovery: I supervise the small but mighty financial recovery team at WSDOT.

Summary: The committee received a detailed staff presentation on Washington State Ferries’ capital needs, current fleet status, and long-range funding outlook. Staff described the current service pattern, ridership recovery since the pandemic, the aging fleet, and the state’s plan to add three new hybrid-electric Olympic-class vessels under the 2025 budget, with delivery expected around 2030-2032. Members also heard that the fleet is operating with no reserve vessel, that preservation time is below the desired level, and that terminal electrification and vessel conversion plans face timing, cost, and procurement risks. Questions focused on ridership trends, biofuel supply, design-risk allocation in vessel contracts, sequencing of terminal electrification with new vessel delivery, and the cost and feasibility of restoring international Sidney service, which would require a SOLAS-certified vessel. Staff then outlined ferry capital funding, saying recent spending and programmed needs are far above regular ferry-specific revenues and that the system relies on a mix of dedicated accounts, transportation package money, federal grants, and transfers. They said the near-term budget is balanced through 2027-29, but the longer-term capital outlook shows a shortfall of roughly $250 million to $300 million per biennium, with broader unmet needs much higher. The presentation estimated costs for future vessels, life extensions, terminal electrification, and additional Jumbo Mark II conversions, and noted that the current enacted plan does not fully fund fleet replacement, full electrification, or life extension of older vessels. Members asked for follow-up information on terminal seismic/environmental issues, contract options for additional vessels, and the timing and cost of alternative vessel designs. The committee then shifted to WSDOT maintenance and preservation. Pascoe Focktich described maintenance operations, including winter response, guardrail repair, facilities, equipment, and the effects of underfunding and inflation. He said most of the maintenance budget is fixed cost and labor, that material prices have risen sharply, and that many facilities are in poor condition with asbestos issues and deferred upkeep. He also noted growing guardrail damage, increasing pavement claims, and the burden of maintaining aging bridges and facilities. Members asked about prior planning for these needs, the role of asbestos, and whether more proactive sequencing could help budget decisions. Troy Suing then presented the highway preservation program, saying WSDOT is in the early stages of critical failure and has stretched preservation dollars as far as possible. He explained the distinction between pavement, bridge, and other highway asset preservation, said the department is largely reactive, and estimated that delaying work can make it three to five times more expensive later. He said about 40% of roadways are currently due or overdue for preservation, bridge conditions are nearing the federal poor-bridge threshold, and the department’s 10-year preservation need is about $8 billion. Members asked about the cost of deferring work, whether the department could do more if funded, how priorities are set, and whether other states face similar problems. Finally, Evan Grimm and Mike Fay briefed the committee on bridge strikes by overheight vehicles. They described recent incidents on I-90 near Cle Elum and SR 410 near White River, the damage and closures caused, and possible countermeasures such as public outreach, improved trip-planning tools, and a pilot warning system with sensors and flashing beacons. Fay explained the state’s financial recovery process for third-party damage, saying WSDOT recovers roughly $20 million per biennium and about 78% to 80% of billed damages, with money going to the motor vehicle fund. Members asked about prevention, insurance recovery, and whether the state uses claim data to inform future design or safety changes.

Transcript Highlights:

• It authorizes WSDOT to implement complete streets requirements on... government's version of the bill
• Second Substitute Senate Bill 5690 directs WSDOT to adopt and maintain agency policies that proactively
• It expands the authorization for WSDOT to use speed reduction methods, approaches, and technologies to
• It clarifies that the provision requiring WSDOT approval for a local jurisdiction to designate a crash
• What this bill would do is... ...require WSDOT to coordinate with local communities.

Summary: The committee held a work session on autonomous vehicles, beginning with an overview from the Washington State Transportation Commission on the state’s five-year AV work group. The commission described its 2018 legislative mandate, the 35-member executive committee and seven subcommittees, and the resulting 29 recommendations and “roadmap to the future.” The presentation emphasized six policy “building blocks” for Washington: agency readiness, public outreach, equity, safety, testing and pilots, and a path to deployment. It also noted current Washington law requires AV testing companies to self-certify with the Department of Licensing, carry $5 million in liability insurance, report collisions and violations, and notify local law enforcement before testing; three companies are currently certified. State regulators from California and Arizona then outlined their AV frameworks. California described its long-running permit system for testing with and without a safety driver and for commercial deployment, its current rulemaking to expand use cases to heavy-duty trucks and passenger shuttles, and new requirements for mileage, operational assessments, and more detailed crash and incident reporting. California also said it is creating a new enforcement tool allowing citations to be issued to manufacturers for moving violations by AVs. Arizona described its executive-order-based approach, later codified by statute, which allows testing and driverless operations through self-certification, law enforcement interaction plans, quarterly meetings with companies, and reporting of crashes or near misses; Arizona also said it tracks crashes monthly and has not recorded fatalities attributed to AVs. Industry representatives from Waymo, Zoox, and the Autonomous Vehicle Industry Association argued that AVs can improve safety, accessibility, and mobility while creating jobs. They described extensive sensor systems, community outreach, first-responder engagement, and current operations in multiple cities. Waymo cited more than 127 million rider-only miles and said its data show large reductions in injury-causing and pedestrian crashes; Zoox said it operates in Las Vegas, San Francisco, and Seattle and stressed its purpose-built electric robotaxi and local jobs; AVIA said its members have driven more than 145 million autonomous miles and that 26 states now expressly authorize driverless operations. Members asked about public education, crash and fatality tracking, enforcement, weather, school zones, first-responder interactions, and labor impacts. Labor and public-safety witnesses from the Teamsters, firefighters, and driver unions opposed commercial AV deployment without stronger safeguards. They argued Washington should not be an unregulated testing ground, especially for heavy trucks and hazardous materials, and warned of job losses for drivers, taxi and rideshare workers, and related occupations. Firefighters and driver representatives raised concerns about AVs interfering with emergency scenes, blocking responders, and creating risks in dynamic roadway incidents. Committee members also asked for comparisons to human-driven vehicles, data on citations and crashes, and more information on how AVs interact with pedestrians, first responders, and workers.

Transcript Highlights:

• WSDOT shows indeterminate fiscal impact, but the bill could result in additional maintenance costs if
• And just to give you a sense of that, WSDOT estimates the average maintenance cost per lane mile per
• The authority for the abandonment process sits wholly within WSDOT.
• So WSDOT has unilateral authority to give a route to a local jurisdiction.
• While Tacoma has and continues to enjoy a good working relationship with WSDOT, the existing statute

Summary: The committee first held an executive session on several transportation measures heard earlier in the session, including bills on rounding cash transactions to eliminate pennies, vehicle title transfers to insurers, a memorial bridge naming, BAT lane access for private employer transportation services, oil tanker escort requirements, Traffic Safety Commission authority, fifth-wheel trailer length, electric vehicle sales and funding, and vehicle loads on public highways. Most of the measures were advanced with due pass recommendations to the Rules Committee, and the committee adopted amendments on the penny-rounding bill, the EV funding bill, and the vehicle-loads bill. Members noted some opposition or reservations on a few items, including the penny-rounding proposal and the vehicle-loads amendment, but the motions carried. The committee then returned to public hearing on several bills. Substitute House Bill 2323 would create a blue envelope program for neurodiverse drivers to help communicate with law enforcement during traffic stops; the Department of Licensing and State Patrol fiscal notes were described, and the bill drew strong support in signed-in testimony. Engrossed Substitute House Bill 2588 would expand county ferry district authority to include vehicle ferries and require voter approval for new taxes after the effective date; testimony was mixed, with Whatcom County officials and ferry users supporting the bill as a funding tool, while one opponent criticized the tax and timing provisions. The committee also heard public testimony on Engrossed Substitute House Bill 2172, which would change the route jurisdiction transfer and abandonment process for state highways by requiring agreements or legislative review for longer abandonments or bridge transfers; cities, counties, the Transportation Commission, and the TIB supported the bill as a more transparent process. Additional public hearings covered Substitute House Bill 2203, creating reckless interference with emergency operations for drivers who bypass emergency road closures; a defense-lawyer witness opposed the mandatory license suspension, while the sponsor described the bill as a response to flood and fire rescues. Substitute House Bill 2410 would create a Commercial Truck Safety and Education Council and raise the commercial vehicle safety enforcement fee from $16 to $32 per vehicle; the trucking industry and business groups supported it as a safety and training investment. The committee also heard a staff briefing and sponsor testimony on Second Substitute House Bill 1923, the Mosquito Fleet Act, which would expand passenger-only ferry district options and was presented as a local tool to improve ferry access and relieve Washington State Ferries congestion.

Transcript Highlights:

• WSDOT shows indeterminate fiscal impact, but the bill could result in additional maintenance costs if
• WSDOT estimates the average maintenance cost per lane mile per biennium is $31,000 and estimates that
• And it involves a more detailed consideration of transfers between either a local jurisdiction, WSDOT
• The authority for the abandonment process sits wholly within WSDOT.
• So WSDOT has unilateral authority to give a route to a local jurisdiction.

Bills: HB2604, HB2436, SB6354, SB6352

Keywords: vehicle ownership, insurance, title transfer, consumer protection, motor vehicle, oil tanker, tank vessel, restricted waters, Puget Sound, San Juan Islands, Rosario Strait, Admiralty Inlet, Discovery Island, New Dungeness, tug escort, pilotage, marine safety, spill prevention, oil transport, petroleum shipment

Summary: The committee began in executive session with staff briefings on several measures that had already been heard in companion form, including bills on cash rounding to eliminate pennies, vehicle title transfers to insurers, a memorial naming the Ruston Blunt Memorial Bridge, BAT lane access for private employer transportation services, tugboat escort requirements for oil tankers, traffic safety commission authority and fatality review, fifth-wheel trailer length, vehicle debris covering requirements, and a transportation electrification bill expanding electric vehicle access and funding. The committee then took executive action and advanced each of those measures with due pass recommendations, adopting amendments on Substitute House Bill 2334, Senate Bill 6354, and Substitute House Bill 2109. Members noted some dissent or reservations on the penny-rounding bill, the EV fee distribution, and the vehicle-debris cover requirement, but the motions carried. The committee then moved into public hearing on Substitute House Bill 2323, which would create a Blue Envelope Program for neurodiverse drivers to improve communication during traffic stops. The sponsor described the program as a low-cost way to help officers and drivers exchange registration, insurance, and emergency contact information, and testimony was generally supportive. The committee also heard public testimony on Substitute House Bill 2203, which creates the offense of reckless interference with emergency operations for driving around barricades at closed roads; a defense attorney group raised concerns about mandatory license suspensions, while the sponsor said the bill was intended to deter dangerous conduct during floods, fires, and other emergencies. The committee next heard Engrossed Substitute House Bill 2172 on route jurisdiction transfers and highway abandonment. Staff and the sponsor explained that the bill would require agreements or legislative review for longer abandonments or those involving bridges, add a pre-request conference, and improve reporting and criteria for transfers. Cities, counties, and the Transportation Commission testified in support, saying the bill creates a more transparent and equitable process, while counties noted concerns about maintenance costs. Public testimony also covered Substitute House Bill 2410, which would create a Commercial Truck Safety and Education Council funded by an increased commercial vehicle safety enforcement fee; the trucking industry and business groups supported it as a safety and training investment. Finally, the committee heard testimony on Engrossed House Bill 2588, which would expand county ferry district authority to include vehicle ferries and require voter approval for new taxes after the effective date; county officials and ferry users supported the bill as a way to preserve ferry service and secure matching funds, while one opponent criticized the tax authority and timing provisions.

Transcript Highlights:

• And Richard with the WSDOT Aviation Division. John Wilson, Washington Aviation.
• Eric Johnson, WSDOT Aviation. Eric Johnson, WSDOT... John Wilson, Washington.
• And so one thing that I've come up with within WSDOT, first off, the rest of WSDOT is like 7,000 employees
• The rest of WSDOT is like 7,000 employees; we're 12. So within WSDOT, you don't really matter much.
• And the other part, the other side of that story is this is part of the whole WSDOT picture: aviation

Summary: The meeting was an Aviation Caucus gathering hosted at Paine Field and Boeing, with introductions from legislators, aviation organizations, airport officials, and industry representatives. Speakers emphasized the importance of aviation and aerospace to Washington’s economy and the need to better educate lawmakers and the public about the sector’s value. Several participants also highlighted the role of airports in business activity, emergency response, wildfire support, and medical services, and urged attendees to build relationships with legislators to protect and expand aviation funding. A major topic was opposition to the aviation-related tax provisions in Senate Bill 5801, described by speakers as a luxury and privilege tax on aircraft. Legislators and industry advocates argued the tax would discourage aircraft ownership and use in Washington, drive aircraft and business operations out of the state, and harm jobs and tax revenue. They said the caucus would continue working toward repeal of the aircraft tax provisions and broader solutions for aviation infrastructure funding, though they acknowledged the state budget situation makes new funding difficult this year. John Dobson presented data estimating aviation’s large share of state GDP, jobs, wages, and tax revenue, and also raised concerns about aviation fuel tax revenues being diverted away from aviation purposes. The meeting also featured updates on mental health efforts in aviation, with Brian Baumoff of the Pilot Mental Health Campaign describing federal legislation to improve access to treatment and transparency around medications, and a prior state bill aimed at helping pilots navigate medical leave and treatment costs. Haley Coffey of the Aerospace Futures Alliance encouraged participation in its upcoming Hill Day to strengthen aerospace advocacy in Olympia. Boeing representatives gave an overview of company safety and culture changes after recent incidents, workforce and supplier numbers in Washington, production plans including a permanent Moses Lake site and a future Everett narrow-body line, and workforce development programs such as Core Plus Aerospace and tuition support. The caucus also adopted a House resolution honoring Harry R. Anderson for becoming the first person to fly and sail solo to all seven continents, and attendees toured the Boeing facility after the meeting.

Transcript Highlights:

• We also assume in all scenarios that the existing WSDOT tribal preemptions would apply based on treaty
• So WSDOT is going to be the lead contracting agency administering the construction contract for this
• WSDOT has not had to use this off-ramp before in our progressive design-builds nationally.
• It's also not conservative, because we know WSDOT has done previous investment-grade analyses.
• It's also not conservative, because we know WSDOT has done previous investment-grade analyses.

Keywords: 904, all

Transcript Highlights:

• We also assume in all scenarios that the existing WSDOT tribal preemptions would apply based on treaty
• So WSDOT is going to be the lead contracting agency administering the construction contract for this
• WSDOT has not had to use this off-ramp before in our progressive design-builds nationally.
• It's also not conservative, because we know WSDOT has done previous investment-grade analyses.
• This seems to be run a lot, as far as people are concerned, primarily by WSDOT and by the Washington

Summary: The Joint Committee on Interstate 5 Bridge met remotely with Washington legislative members to receive updates on the Interstate Bridge Replacement Program, including environmental review, cost and funding, tolling, and procurement for construction. Program staff said the final supplemental environmental impact statement was published in April 2026, with a federal record of decision expected in early summer. They described the recommended design as a single-level fixed-span bridge, centered I-5 alignment, C Street ramps, one auxiliary lane in each direction, and dispersed park-and-ride parking. Members raised concerns about transparency, the closed chat function, and the decision not to include two auxiliary lanes; staff said the one-lane option was recommended through consultation with partner agencies and analysis, but the final decision would come with the record of decision. Staff also said the diversion analysis projected less than 3% traffic diversion to I-205 in 2045, though members from Oregon and Washington expressed concern about impacts to their communities and asked for more detail on mitigation and decision-making. The committee also reviewed a major cost update. Staff said the full five-mile program is now estimated at $13.5 billion to $15.2 billion, with a likely cost of $14.4 billion, up from a 2022 estimate of $5 billion to $7.5 billion, citing inflation, schedule delays, scope changes, and more detailed risk modeling. They said the first funded phase has been reduced to a $5.68 billion package focused on the Columbia River bridge replacement, connections to I-5, Hayden Island and SR-14, bridge demolition, tolling infrastructure, and advancing light rail design. Funding for that phase was described as $5.69 billion, including $2.1 billion federal funds, $1 billion from each state, and $1.5 billion in projected toll revenue. Members asked what would happen if costs rise further; staff said the estimate includes substantial contingency, the project will use progressive design-build to manage risk, and the team will continue updating the finance plan annually. A separate tolling and traffic-revenue presentation explained that four toll scenarios were analyzed using regional travel demand modeling, a toll diversion model, and a post-processing review. All scenarios assume pre-completion tolling beginning July 1, 2028, a 50% low-income discount for eligible users, and exemptions for tribal preemptions, emergency vehicles, maintenance vehicles, and organized militia. Staff said the low-income discount would affect about 4% to 6% of annual transactions and reduce annual revenues by roughly 2% to 3%. They said Scenario 2 was used for the financial analysis and is sufficient to support the $1.5 billion toll contribution in the funded phase. Members asked about toll collection costs, revenue impacts of the discount, and how the scenarios differed; staff said collection costs are expected to be in line with other WSDOT toll facilities, but exact costs are not yet set because toll rates are not final. Finally, WSDOT staff outlined procurement and delivery steps for construction. They said WSDOT will be the lead contracting agency, using progressive design-build, with a request for qualifications targeted for early July 2026, a request for proposals in October, contractor selection in April 2027, construction starting in 2028, and tolling beginning in 2028. Staff said the approach is intended to consolidate scope, reduce interface risk, and allow transparent negotiation with an independent cost estimator, while preserving an off-ramp if a fair price cannot be reached. Members asked for more detail on timing, cost allocation, and the share of the first phase funded by tolls; staff estimated tolls account for about 26% of the first phase cost.