Establishing accident risk zones.

The designated highway for the crash prevention zone was changed from Interstate 395 to U.S. Highway 395.

The requirement for local jurisdictions to create and maintain separate local accounts for penalty funds was removed; funds are now deposited directly into the state highway safety fund.

The dissolution of crash prevention zones was expanded to include a new authority for the Washington state legislature to order a zone's dissolution beginning January 1, 2029.

A clause requiring local jurisdictions to create a corresponding local account for each zone was removed from the text.

The bill now includes a temporary phase starting January 1, 2029, where general rules for creating crash prevention zones replace the initial specific mandate for Interstate 395.

A specific crash prevention zone was created on Interstate 395 between mileposts 23 and 32 in Pasco and Mesa, effective immediately until January 1, 2029.

Penalties for using personal electronic devices while driving are now doubled if the violation occurs within a designated crash prevention zone.

Fifty percent of fines collected for electronic device violations in crash prevention zones must be deposited into a local account for safety improvements and investigations.

Revenue from automated traffic safety cameras must now be used for specific safety projects, particularly in low-income communities and areas with high crash rates.

New definitions were added for 'crash prevention zone' and expanded definitions for various types of speed zones to clarify camera usage rules.

The bill was renumbered from Substitute Bill S-4266.1 to Second Substitute Bill S-4840.2 and moved from the Senate Local Government committee to the Senate Transportation committee.

Changed the term 'accident risk zone' to 'crash prevention zone' and updated the definition to specifically require that collisions caused serious injuries or fatalities.

Replaced the mechanism of doubling existing fines with a fixed monetary penalty of $73 for traffic infractions or collisions within the zone.

Added authority for the Department of Transportation to designate crash prevention zones on state highways without requiring approval from local governments.

Added a new provision stating that all data, maps, and reports related to the creation and management of these zones are inadmissible as evidence in civil lawsuits.

Expanded eligibility to include roadways managed by the Department of Transportation, which previously required county or city approval to be included in a zone.