SB 5203 requires Washington's Departments of Fish and Wildlife and Transportation to develop and implement a statewide plan for protecting wildlife habitat corridors and building safe crossings (like overpasses and underpasses) to reduce animal-vehicle collisions. The bill creates a dedicated funding account, the Washington wildlife corridors account, which uses state funds and private donations to support projects such as land conservation, habitat restoration, and removing barriers like fences in key corridors. It mandates collaboration with tribes, federal agencies, and conservation groups, and requires annual reports on spending and progress toward reducing collisions (which cost over $74 million yearly). The law aims to protect habitats fragmented by development and climate change while improving highway safety.
HB 1772 establishes "shared streets" in Washington state, where pedestrians, cyclists, and vehicles share the same roadway space. Local governments can designate nonarterial streets as shared streets using official traffic signs, requiring vehicles to yield to pedestrians and cyclists while cyclists must yield to pedestrians. The bill also allows local authorities to set a 10 mph speed limit specifically on designated shared streets without needing an engineering study. This directly affects local governments (which can designate these streets), pedestrians, cyclists, micromobility device users (like e-scooters), and drivers navigating these shared spaces.
House Bill 1970 modifies the procedures for state highway construction projects, primarily affecting the Washington State Department of Transportation (WSDOT). The bill exempts WSDOT from needing to obtain certification or project-specific approval from a committee when using alternative contracting methods like "design-build" or "general contractor/construction manager." Additionally, it removes a previous monetary threshold for competitively bid highway construction contracts that may be constructed using a design-build procedure. These changes aim to streamline WSDOT's ability to utilize these alternative procurement methods for infrastructure projects.
HB 1958 authorizes Washington State to issue up to $2.5 billion in bonds to fund the design, construction, and replacement of the aging I-5 bridge across the Columbia River, in partnership with Oregon. The bonds would be repaid solely from toll revenue collected on the bridge and specific excise taxes on fuel and vehicle-related fees, not general state funds. The bill establishes that tolls and these taxes must continue to cover bond payments, with the legislature pledging to maintain these revenue streams. It also requires legislative approval for bond issuance and specifies that proceeds can only be used for the bridge project, bond costs, or related financing. This law, effective July 2025, provides a dedicated financing mechanism for the bridge replacement without creating direct state debt.
SB 5804 creates a dedicated tax on light and power utility businesses (at 1.741% of gross income) to fund salmon and steelhead habitat restoration. The revenue must be deposited into a new "federal injunction salmon habitat restoration account" to address barriers like unpassable road culverts and dams, as required by a federal court ruling. This tax replaces a previous rate but is structured to not increase overall taxpayer burden. The funds specifically target projects identified to resolve the state's obligation under the *United States v. Washington* court injunction, which estimates repair costs exceed $5 billion.
HB 1643 requires utility companies (like gas, water, and electric providers) to pay for relocating their infrastructure when road projects are part of private development agreements, as long as the project benefits the public and is included in an official plan. It modifies Washington state laws to ensure that utility relocation costs are borne by the utility franchise holder - not the government - when a private entity undertakes road improvements as a condition of development. The bill applies to state transportation departments, counties, cities, and towns, and defines "public interest" as general benefit to the public. This change aims to streamline transportation projects by clarifying that cost responsibility depends on public benefit, not who executes the road work.
SB 5073 redirects revenue from Washington state's motor vehicle sales tax to highway funding. Starting July 1, 2025, all sales tax collected on new and used vehicles (including private-party sales) must go to the motor vehicle fund for highway purposes, such as construction and preservation. The bill excludes certain vehicles from this tax, including farm tractors (unless used for marijuana production), off-road vehicles, nonhighway vehicles, bicycles, and snowmobiles. This change modifies existing tax law to ensure vehicle sales revenue directly supports highway infrastructure rather than general state funds.
HB 1098 creates a new county local road program in Washington State, funded through a dedicated trust account in the motor vehicle fund. It directs funds specifically for improving non-arterial county roads (those not classified as major highways), requiring counties to meet spending eligibility rules to qualify. Projects are selected based on criteria like addressing overburdened communities, environmental health disparities, access to tribal lands, road safety, and community facilities. Allowed project types include road reconstruction, bridge replacements, fish passage removal, and pedestrian facilities, as defined by state guidelines. The program applies to counties managing local roads, with the county road board overseeing fund allocation and project approval.
HB 1992 requires Washington state and local governments to integrate pedestrian, bicycle, and equestrian infrastructure into highway planning and construction. It mandates preserving existing trails when highways are built, providing replacement routes if trails are severed, and incorporating active transportation facilities into highway designs where they align with adopted plans. The bill directly affects state and local transportation agencies, highway planners, and trail users by changing how infrastructure projects must consider non-motorized travel. Key mechanisms include amending highway codes to prioritize trail connections, requiring safety-focused traffic control at trail crossings, and authorizing funding for trail maintenance from existing transportation budgets.
HB 1537 expands access to the multiuse roadway safety account, which funds projects related to wheeled all-terrain vehicle (WATV) use. It makes the Departments of Natural Resources and Fish and Wildlife eligible for funding to maintain green dot roads used for motorized recreation, including mitigating road impacts, erecting signage, and providing educational materials. Additionally, cities and towns that allow WATVs on their roads can now receive grants for safety engineering, signage, law enforcement, and enhancing these designated routes. This bill aims to improve safety and maintenance for motorized recreation on specific roadways across the state.
