Project cost overruns and traffic safety loomed large over the 2024 short session

Heading into 2024, transportation leaders were faced with several key challenges, including project cost overruns on key highway projects, news that the state Department of Transportation would need an additional $4 billion in funding for fish barrier removal, a continued increase in preservation and maintenance needs statewide, and a recent and significant surge in traffic-related fatalities. Meanwhile, the transportation budget faces a continued decline in revenues (most notably fuel taxes) and the threat of a voter initiative to repeal the Climate Commitment Act (CCA), which funds approximately $5 billion in the Move Ahead transportation package.

Despite these challenges, legislators were able to pass a $14.6 billion supplemental budget with bipartisan support. As before, budget writers worked to maintain investments previously promised in the 2015 Connecting Washington and the 2022 Move Ahead transportation packages, extending funding for the statewide ferry system, directing $100 million for preservation and maintenance of roads and bridges statewide, and appropriating an additional $150 million for fish barrier removal. Several city priorities and key areas of interest were included in the supplemental budget. Among items of note for cities are:

• An increase of $15.8 million in funding for Pedestrian and Bicycle Safety Programs and Grants.
• An increase of $27.2 million in funding for Safe Routes to Schools Grants.
• An additional $15 million for alternative fuel and electric vehicle infrastructure; and
• Funding for the Joint Transportation Committee and Municipal Research Services Center to convene a workgroup to evaluate and provide recommendations on streamlining project delivery methods.

Between 2019 and 2022, Washington saw a 66% increase in traffic fatalities involving speeding. In 2023, over 800 Washingtonians died in traffic accidents. Throughout the session, AWC worked extensively with Rep. Brandy Donaghy (D–Mill Creek), who sponsored HB 2384, expanding local jurisdictions’ authority to use automated traffic safety cameras and retain all revenues, under various conditions.

Key elements of the bill include the following:

• Jurisdictions with certain camera programs in place before January 1, 2024, to detect stoplight and school speed zone violations may continue to use infraction revenue as directed in the authorizing ordinance.
• After a new traffic safety camera is placed and in use for four years, 25% of camera revenues, after accounting for camera administration and infraction processing costs, must be deposited into the Cooper Jones Active Transportation Safety Account (with some exceptions).
• A city that adopts a camera program after January 1, 2024, may only use revenue generated by a safety camera for traffic safety purposes related to construction and preservation projects and maintenance and operations including, but not limited to, changes to physical infrastructure to slow down drivers, complete streets projects, and increasing access and safety for active transportation users and those with limited mobility.
• Cities may deploy automatic traffic safety cameras on state routes that are classified as city streets and in work zones on city streets.
• Non-commissioned officers or appropriately trained and certified public works employees are authorized to review and issue infractions detected through traffic cameras.

Efforts to address jaywalking as a pretextual traffic stop (SB 5383) reemerged and fizzled out once again this session. However, readers should expect that the policy discussion will persist into the 2025 session. AWC will continue to engage on this topic and address concerns related to city liability.

This interim, much effort will be focused on Initiative 2117 (I-2117) and the potential impacts a repeal of the CCA would have on programs funded through CCA dollars in the transportation budget. It is also likely that budget leads will begin discussing the potential for a new transportation funding package in the 2025 session. As the discussions develop, AWC will be actively advocating for new revenue sources, such as a retail delivery fee to support city preservation and maintenance needs.