Traffic Safety Annual Report
WASHINGTON
2023 TRAFFIC SAFETY
ANNUAL REPORT
WASHINGTON TRAFFIC SAFETY COMMISSION
621 8
th
Avenue SE, Suite 409
P.O. Box 40944
Olympia, Washington 98504-0944
January 23, 2024
i
ALTERNATE FORMAT REQUEST
This document can be made available in an alternative format and translated into languages
other than English, free of charge, by calling the Washington Traffic Safety Commission office at
(360) 725-9860.
Persons who are deaf or hard of hearing may contact the Commission through the Washington
Relay Service at 711.
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ANNUAL REPORT CHECKLIST
REQUIRED
�
Requirement Where to find in this document
Assessment of the state’s progress in achieving
performance targets in the prior year, and a
description of how the State’s Highway Safety Office
will adjust its upcoming Highway Safety Plan to meet
performance targets better
if a performance target has
not been met
See Section: Program Updates
Description of the projects and activities funded and
implemented, and the amount of funds obligated and
expended
See Section: Program Updates
Description of the State’s evidence-based
enforcement program activities
See Section: Assessment of State Progress,
Evidence-Based Enforcement Plan
Description of the required mobilizations
See Sections: Assessment of State Progress,
Federal Fiscal Year (FFY) 2022 Performance
Activity Measures, and Program Updates
Explanation of reasons for planned activities not
implemented
See Section: Program Updates
Description of how the projects funded contributed to
meeting the performance targets
See Section: Program Updates
If applicable, report on the purchase of paid media
within programs or as a summary
See Sections: Assessment of State Progress,
Paid Media Campaigns and Program Updates
If applicable, report on any Section 2011 Child
Restraint Grants funds expended
Not Applicable
Inclusion of the results of the annual State Attitudes
Survey if conducted
See Section: Measures of Attitudes, Awareness,
and Behavior
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TABLE OF CONTENTS
2023 YEAR IN REVIEW ____________________________________________1
FISCAL OVERVIEW OF OBLIGATIONS AND EXPENDITURES ___________12
ASSESSMENT OF STATE PROGRESS ______________________________13
EVIDENCE-BASED ENFORCEMENT PLAN __________________________18
FFY 2023 PERFORMANCE ACTIVITY MEASURES .............................................. 18
FFY 2023 PAID MEDIA CAMPAIGNS .................................................................... 19
MEASURE OF ATTITUDES, AWARENESS, AND BEHAVIOR ____________20
PROGRAM UPDATES ___________________________________________26
5.1 PROGRAM COORDINATION ........................................................................... 31
5.2 COMMUNITY TRAFFIC SERVICES ................................................................. 35
5.3 COMMUNICATIONS ......................................................................................... 46
5.4 TRIBAL TRAFFIC SAFETY .............................................................................. 52
5.5 OCCUPANT PROTECTION .............................................................................. 56
5.6 IMPAIRED DRIVING ......................................................................................... 67
5.7 SPEED .............................................................................................................. 83
5.8 MOTORCYCLES .............................................................................................. 88
5.9 YOUNG DRIVERS ............................................................................................ 93
5.10 NON-MOTORIZED SERVICES ....................................................................... 98
5.11 DISTRACTED DRIVING ............................................................................... 118
5.12 RESEARCH AND DATA ............................................................................... 124
5.13 TRAFFIC RECORDS .................................................................................... 127
ACRONYM LIST _______________________________________________ 136
CONTACT INFORMATION _______________________________________ 139
2023 Year in Review
1
2023 YEAR IN REVIEW
Change was a defining factor in Federal Fiscal Year (FFY) 2023. The adoption of new
requirements in the Bipartisan Infrastructure Law (BIL) dominated the first half of the year.
Washington Traffic Safety Commission (WTSC) also hired new staff, executed a new statewide
survey, adopted a new strategic plan, and began planning a revolutionary update of Target
Zero, Washington’s Strategic Highway Safety Plan. This chapter provides an overview of the
major milestones and factors that influenced the work of the WTSC in 2023.
Adoption of New Federal Requirements - The Triennial Highway Safety Plan (3HSP) and
Annual Grant Application (AGA)
Significant regulatory changes came with the implementation of the Bipartisan Infrastructure
Legislation (BIL) that will be implemented in FFY 2024. WTSC staff started early in the year
studying the new rules and talking with National Highway Traffic Safety Administration (NHTSA)
Region 10 staff. In February 2023, the Idaho Highway Safety Office hosted Region 10 agencies,
and NHTSA Region 10 and NHTSA headquarters staff to discuss the new BIL requirements and
seek additional BIL clarification. Over the course of the next five months, WTSC developed new
processes and forms, adapted to the new timeline, and addressed new data requirements. Staff
gathered additional information from partners like the Law Enforcement Liaisons and the
Washington State Patrol to gain an understanding of data-informed enforcement practices
currently in use. Staff also gathered information about public participation and engagement
events happening across the state and gathered more information on the countermeasure
strategies and countermeasures WTSC recommended for funding.
Over the past three years, WTSC adopted several efforts to put the agency in a good position to
comply with BIL. Those efforts included leveraging the WTSC Grants Management System
(WEMS) to assist with the creation of the Triennial Highway Safety Plan (3HSP) and Annual
Grant Applications (AGA). WTSC’s WEMS team was able to rapidly add new fields to project
files, making the creation of the AGA much more automated. The adoption of a Positive Culture
Framework positioned the agency well to comply with the new rules that place a great deal of
emphasis on public engagement. Public engagement, as defined in the BIL, is characterized by
state highway safety offices reaching out to partners in communities overrepresented and
underserved in traffic statistics. This approach required the consideration of new data sources,
such as the Center for Disease Control’s Social Vulnerability Index and overlaying that data with
crash statistics. In Washington, this methodology revealed two priority communities – South
King County and Yakima County. Moving forward, the WTSC will focus resources on those
communities. BIL also places heavy emphasis on sharing information on the status and trend of
traffic safety and actively listening to those communities to gather input on traffic safety issues
and solutions. The emphasis on greater equity in the services provided by WTSC was welcome
and consistent with the vision and intent of Governor Inslee.
Overall, adopting the new regulations was a significant administrative task that drew heavily on
agency resources; however, WTSC was successful in having both the 3HSP and the AGA
approved by NHTSA. BIL will have profound long-term impacts on the WTSC, including the
emphasis on new documentation of public engagement that will fundamentally change our
approach to program planning. Additional resources will be needed to maintain compliance with
the BIL requirements.
2023 Year in Review
2
New Agency Strategic Plan
Early in the calendar year 2023, the WTSC, with help from the Governor’s Results Washington
team, began the process of developing a new agency strategic plan. WTSC formed a planning
team consisting of representatives from each division. Over the next 11 months, the agency
affirmed its overall goal of Target Zero and developed a new mission statement, vision, values,
goals, and objectives to guide its work over the next three years.
The WTSC new vision and mission statements are:
• Target Zero: WTSC collaborates with communities, partners, and other state
agencies to achieve Target Zero – Washington State’s Strategic Highway Safety
Plan goal of zero deaths and zero serious injuries by 2030.
• Our Vision: A Washington where we all work together to travel safely on our
roadways.
• Our Mission: We empower and equip people and communities with knowledge,
tools, and resources to build a positive traffic safety culture.
The plan identifies the values WTSC exhibits as it pursues its new goals:
• Adaptability - We adjust our priorities and strategies as we learn new information
and evaluate changes in traffic safety.
• Collaboration - We create meaningful and diverse partnerships and work together
toward a common goal to achieve Target Zero.
• Effectiveness - We drive positive outcomes by using data to navigate and course
correct. We focus on those investments that will have the most impact.
• Inclusion - We all belong. We hold space for and welcome everybody and every
voice. We listen to and hear all perspectives and actively seek equitable and equal
opportunities both in the workplace and beyond.
• Innovation - We bravely use novel and unorthodox solutions to improve traffic safety
for all.
• Integrity - We do the right thing even when no one is watching. We value holding
ourselves accountable to follow through with our commitments.
The plan also identifies the agency’s priorities:
• Knowledge: We gather, analyze, and share with communities, partners, and
stakeholders timely, accurate, relevant, and reliable information to grow existing
positive shared values and beliefs.
• Community Engagement: We engage and empower road users impacted by
serious crashes and crash risk factors - particularly those from marginalized and
impacted communities - to develop a positive traffic safety culture through the safe
system approach.
• Resources: We provide funding, networks, innovative programs, and expertise to
promote a positive traffic safety culture.
2023 Year in Review
3
The plan also identifies three strategic goals designed to leverage WTSC’s unique strengths
and advance its mission. These strategic goals reflect the long-term commitments critical to
achieving WTSC’s mission.
• Goal 1: Empower Communities to Grow a Proactive Traffic Safety Culture
• Goal 2: Through Partnership Strengthen the Safe System Approach at the State and
Community Levels
• Goal 3: Foster an Excellent Organizational Culture
A series of objectives and key activities are being developed to advance each of these
strategic goals. Starting in 2024, WTSC will conduct quarterly reviews of the objectives and
key activities to monitor that progress is being made or to guide course corrections when
appropriate.
New Staff and Programs
The Programs and Services Division is in the process of hiring three new staff to support
Program Managers. The extra capacity will help compensate for the increase in regulations as
Program Managers focus more on the program planning and partnership development aspects
of their work. The new staff will focus on many of the day-to-day management tasks such as
logistical and administrative support of advisory councils, training, and meetings, as well as
taking on contract management tasks.
The Research and Data Division established a new position and hired a Fatal Case Review
(FCR) Coordinator. The FCR Coordinator is tasked with managing quarterly reviews of
pedestrian and bicyclist traffic fatalities under the existing FCR program of the Cooper Jones
Active Transportation Safety Council. In addition, the FCR Coordinator will expand the program
to additional focus areas, including impaired driving, young/older drivers, and motorcyclists. The
FCR involves a random selection of fatality cases sharing a common factor. Once cases are
selected, the FCR Coordinator gathers all investigative records available, organizes and shares
the information with a review team, and facilitates a review discussion to identify modifiable risk
factors organized around the Safe System Approach and Spectrum of Prevention.
WTSC revamped or implemented new program efforts to respond to the evolving traffic
problems and opportunities:
• Speed: Previously, countermeasures to slow speeds were occasionally included in other
programs as supplemental efforts to the primary programmatic purpose. A formal
strategic program plan to specifically target the reduction of speeding was limited to
high-visibility speed enforcement efforts. Concurrently, speed related fatalities have
been steadily increasing since 2016. A statewide Speed Management Advisory
Cooperative (SMAC) with representation from local, regional, and state stakeholders is
being established. This effort will bring together experts from a wide range of sectors to
help develop a statewide speed management plan reflective of the safe system
approach and designed to leverage multiple countermeasures across the social ecology
of traffic safety. The SMAC will develop recommendations to the WTSC for legislative
action, speed management projects, and provide technical assistance to counties and
municipalities developing and implementing local speed management plans.
A 2022-2023 study on speed in school zones provided ample evidence that speed poses
a significant risk of serious injuries or death for vulnerable road users, passengers, and
drivers. A “Managing Kinetic Energy” in-service training for school bus personnel was
2023 Year in Review
4
developed to highlight the important role school bus drivers have in modeling safer
speeds, and to ensure a comprehensive understanding of the potential risk due to the
size and weight of school buses. A speed media toolkit was also developed for the
Target Zero Managers and Law Enforcement Liaisons to support a statewide school
zone High Visibility Enforcement (HVE) campaign conducted in the last two weeks of
September with 7 of 17 Target Zero regions participating. Preliminary development for a
speed media message was completed; however, focus group feedback indicated weak
motivation for behavior change from the advertisement. Since speeding appears to be
more acceptable and normative than other problem-driving behaviors, it may take more
time and a variety of messages to inform and catalyze behavior change around speed
management.
• Rural Post Crash Care: Nearly half of all fatal crashes (45 percent) occur on rural
roads even though only 19 percent of the U.S. population lives in rural areas Governors
Highway Safety Association (GHSA) 2022. The risk of dying in a crash is 62 percent
higher on a rural road than on an urban road for the same length of trip. The higher
proportion of fatal crashes on rural roads is caused by a combination of factors, including
lack of safety resources, simpler roadway infrastructure, poor emergency medical
services, and, to a significant extent, risky driver behaviors. Also, 40 percent of motor
vehicle crash fatalities occur post-crash, and rural communities struggle with the
provision of trauma care due to long transport distances, limited or non-existent
Emergency Medical Services (EMS) resources, an overall lack of availability and skill of
trained prehospital providers, and delays in transfer to comprehensive care facilities. In
FFY 2024, WTSC is devoting resources to rural communities to help them address these
issues. We will fund a series of “Rural Trauma Team Development” courses across
Eastern Washington through a new partner – the Washington Chapter of the America
College of Surgeons Committee on Trauma.
• Reducing Roadside Deaths: WTSC was awarded additional federal funding for FFY
2024 to address the risk encountered by occupations that conduct work on the edges of
our roadways such as police, firefighters, and other first responders. Federal funds will
augment state funds provided by the Washington State Legislature for media campaigns
to highlight the unique dangers those workers face and influence greater compliance of
Washington State drivers to slow down and move over when present. The federal dollars
will fund new technology that alerts oncoming drivers automatically up to 30-seconds in
advance of a roadside incident when first responders on the road’s margin have turned
on their emergency lights.
• GHSA Funded Distracted Driving Project in Pierce County – In late FFY 2023,
GHSA awarded WTSC a grant to fund a pilot project in Pierce County to utilize a mix of
sensor technology, signage, and HVE to influence driver behavior. This new approach
utilizes innovative roadside sensors that can detect if a driver is using an electronic
device. The sensors, which can sense speed and detect seatbelt use for drivers or front-
seat passengers, can trigger a digital informational sign with a message customized for
the specific driver behavior detected. The approach will establish a baseline of driver
behavior before the intervention is triggered so we will be able to evaluate the
effectiveness of this strategy. The project will include community-based organizations
and Pierce County residents in the development of a long-range strategic plan. The plan
will be informed by the safe system approach to improve traffic safety culture and norms
2023 Year in Review
5
to slow speeds, increase focused driving, and reinforce safety for all types of road users.
This project is getting underway.
Execution of the Statewide Traffic Safety Survey
In 2023 the WTSC launched a statewide survey. The 104-question instrument was developed
and tested by the Center for Health and Safety Culture at Montana State University, which
partnered with the Social and Economics Research Center at Washington State University, to
develop an address-based sampling (ABS) method for executing the survey. After conducting
state procurement, the contract was awarded to Market Decisions Research (MDR). MDR
executed a mixed-methods approach, collecting half the sample using the ABS method and half
the sample using online recruitment panels. This approach resulted in better response targeting
and will make future oversampling more accurate.
The survey was conducted from March to August 2023 in English and Spanish. Survey
responses were collected in all 39 Washington counties, and a 20 percent ABS response rate
was achieved, resulting in a total survey respondent sample of 10,964, with over 300
respondents in each Target Zero region. MDR developed 18 survey infographics for each of the
Target Zero regions. The WTSC is working on developing new dashboards to increase the
accessibility and utility of these survey results. For infographic survey results, see Chapter 4.
Results from the statewide traffic safety survey will be incorporated into WTSC program plans
and performance reports and provide more intermediary measures for logic models. Population
survey results will better inform the effectiveness and impact of WTSC’s specific programming
efforts to change behavior. The WTSC plans to conduct this survey annually to establish trends
and monitor traffic safety behaviors, perceptions, and culture.
Kick Off of the Next Target Zero, Washington’s Strategic Highway Safety Plan
WTSC and the Washington State Department of Transportation (WSDOT) have been meeting
since August 2022 to discuss and plan the new Strategic Highway Safety Plan that will be
submitted to USDOT in the fall of 2024. The project sponsors are:
• Shelly Baldwin, WTSC Director
• Pam Pannkuk, WTSC Deputy Director
• Barbara Chamberlain, WSDOT Active Transportation Director
• John Milton, Ph.D., WSDOT State Safety Engineer
• Dongho Chang, WSDOT, State Traffic Engineer
Mark McKechnie is the WTSC contract manager for this effort. The lead contractor and a team
of expert consultants are helping the state develop the new Strategic Highway Safety Plan
(SHSP) based upon Equity, Proactive Traffic Safety Culture, and the use of the Safe System
Approach to help move the state toward our goal of zero deaths and serious injuries on
Washington roads.
The procurement efforts resulted in bids reviewed in February and March 2023. Written bids
were scored, and qualifying teams were invited for interviews and presentations. The winning
bidder was selected, and the contract was signed in April 2023. The successful bidder consisted
of the following lead contractor and subcontractors:
Company Name
Lead or
Subcontractor
Key Staff
Area of Work
DKS and Associates
Lead Contractor
Brian Chandler, National
Director for Transportation
Project Management, Safe
System expertise, Writing,
2023 Year in Review
6
Safety; Lacy Brown, Group
Leader/Transportation
Engineering Associate
Editing, and Graphic
Design
Fehr and Peers
Subcontractor
Nicole Waldheim, Principal
Safe System Approach
Leidos
Subcontractor
Nicolas Ward, Ph.D., Senior
Principal Scientist
Behavioral Safety;
Proactive Traffic Safety
Culture
Kimley Horn
Subcontractor
Tim Burrows
Behavioral Safety; Law
Enforcement
Troy Costales
Subcontractor
Troy Costales, OR DOT
(Retired)
Highway Safety
PRR
Subcontractor
Brett Houghton, Director of
Facilitation; Kyana Wheeler,
Senior Director of Diversity,
Equity, & Inclusion
Community and
Stakeholder Engagement
The sponsoring agencies and contractor team planned and delivered a two-day workshop on
the foundations of the SHSP: Equity, Proactive Traffic Safety Culture, and the Safe System
Approach. The event was attended by more than 50 traffic safety professionals and
stakeholders, including representatives from NHTSA Region 10 and the Federal Highway
Administration (FHWA). Additional attendees including tribal representation participated
virtually.
Contractors also launched a robust community outreach effort focused on two overburdened
areas of the state: Yakima County and South King County (including South Seattle). The
outreach included community events and conducting intercept surveys. PRR also organized
three listening sessions in September 2023, with staff and volunteers from community-based
organizations serving overburdened and underinvested areas, including Yakima and South King
County, as well as Pierce, Clark, and Whatcom Counties. The Community Based Organizations
(CBOs) were identified through a survey conducted during the spring and summer to identify
CBOs with a focus on traffic safety or with members/consumers concerned with traffic safety.
An additional listening session with tribal government representatives was conducted in October
2023.
The initial phase of community and stakeholder engagement continued into FFY 2024, and
content development for the plan is underway. The plan will be completed and submitted before
the end of calendar year 2024.
Ongoing Challenges in Proactive Traffic Safety Enforcement
The staggering cultural and societal changes that occurred with the pandemic led to an
unprecedented increase in fatal crashes still with us today. Many reports have highlighted the
adverse effects of the pandemic on people’s mental and emotional well-being. For some, this
has resulted in increased use and abuse of impairing substances. In addition, there has been an
increase in speeding and the rate of speed that began during the pandemic.
One of the likely contributors to the increase in fatal crashes, in the face of the increase in risky
behaviors, is the decrease in proactive traffic safety enforcement. Law enforcement in
Washington remains heavily impacted by the significant changes that occurred since the
pandemic. Many law enforcement agencies that partner with WTSC report staffing shortages
that hamper their ability to participate in HVE. Some agencies require overtime to cover their
minimum staffing levels, and some are paying half- and double-time.
2023 Year in Review
7
Compounding the decrease in enforcement capacity has been an increase in serious and fatal
crashes requiring law enforcement response and investigation. This also reduces the time
available officers can commit to proactive enforcement.
2023 Year in Review
8
LEGISLATIVE UPDATE
The Washington Legislature convened this year from January 9 to April 23, 2023. The
Legislature passed the 2023-2025 biennial budgets, including the Transportation Budget,
HB
1125.
This includes the state budget for the Washington Traffic Safety Commission. In addition to the
appropriation of state funds and authorization to spend federal funds, the budget bill directed
WTSC to do the following:
• Within existing resources, examine national safety reports and recommendations on
alcohol and drug impaired driving and report to the Transportation Committees of the
Legislature, by December 15, 2023, any recommendations for legislative or policy
changes to improve traffic safety in Washington State. The report can be accessed here
.
• $235,500 of the Cooper Jones active transportation safety account—state appropriation
is provided solely for the Commission to conduct research pertaining to the issue of
street lighting and safety, including a public input component, and learning from
counties, cities, the state, and other impacted entities. (Due January 1, 2025.)
• Within existing resources, the Commission, through the Cooper Jones Active
Transportation Safety Council, must prioritize the review of pedestrian, bicyclist, or non-
motorist fatality and serious injury review when the victim is a member of a federally
recognized tribe. Consistent with Revised Code of Washington (RCW) 43.59.156(5), the
Commission may recommend any policy or legislative changes to improve traffic safety
for Tribes through such review.
• Within existing resources, the Commission must review and report to the Transportation
Committees of the Legislature, by December 15, 2023, on strategies and technologies
used in other states to prevent and respond to wrong way driving crashes. The report
can be accessed here
.
Bills that did not pass in 2023 will traditionally be re-introduced in 2024, and new bills will be
introduced as well. The following is a selection of policy and budget actions related to traffic
safety taken by the 2023 Washington Legislature. These summaries are provided for
informational purposes only.
Bills that Passed in 2023
HB 1112
, Vulnerable User Victim in Negligent Driving
Chapter 471, 2023 Laws, effective January 1, 2025.
This creates a new offense of Negligent Driving with a Vulnerable User Victim in the first degree
if the manner of driving is negligent and endangers or is likely to endanger any person or
property and the driver proximately causes the death of a vulnerable user of a public way. The
penalty is up to 364 days of imprisonment, a fine of up to $5,000, and suspension of driving
privileges for 90 days. In the bill, the WTSC was directed to inform the public about “penalties of
the crime of negligent driving with a vulnerable user victim in the first degree.”
2023 Year in Review
9
HB 1319
, Driver Fitness Evaluation
Chapter 29, 2023 Laws, effective July 23, 2023
This bill restored the intent of the “Cooper Jones Act” of 1998. The original act amended RCW
46.52.070 to require law enforcement to report a driver causing “serious bodily injury” to another
person to the Department of Licensing (DOL) for re-examination of the driver’s fitness. After the
Act passed, the Legislature changed the language in the vehicular assault statute to “substantial
bodily harm.” In some cases, the difference in language may have led to confusion about the
duty to report drivers for re-examination. To eliminate confusion, HB 1319 amended the
language in RCW 46.52.070 to use the same “substantial bodily harm” language as the
vehicular assault statute, RCW 9A.04.110.
HB 1540
, Driver Education Requirements
Chapter 32, 2023 Laws, effective April 1, 2024.
The bill amends the requirements of the state’s driver education curricula developed by the DOL
and the Office of Superintendent of Public Instruction (OSPI). In addition to other requirements,
the content shall include information on commercial vehicle, bus, and other large vehicle
awareness, to ensure new operators of motor vehicles have been instructed in the importance
of sharing the road with large vehicles.
SB 5272
, Automated Speed Enforcement Cameras in Work Zones
Chapter 17, 2023 Laws, effective July 23, 2023.
This bill amends statutes on the use of automated speed enforcement cameras in Washington
to add provisions allowing the WSDOT and the Washington State Patrol (WSP) to operate
automated speed enforcement cameras in highway work zones. The bill has a sunset date of
June 30, 2030. WSDOT and WSP are required to collaborate with WTSC to analyze data from
the program and provide a report and recommendations to the Legislature on the effectiveness
of this program by July 1, 2029.
SB 5448
, Curbside Pick Up and Delivery of Alcohol
Chapter 279, 2023 Laws, effective July 1, 2023.
This bill would have extended all of the temporary rules regarding sales and service of alcoholic
drinks that were put in place to help keep bars and restaurants in business during the COVID-19
pandemic. This included customer takeout, curbside pickup, and off-site delivery, including the
use of third-party delivery services. During the session, the bill was amended to limit the
provisions and add a new sunset date to allow the Washington Liquor and Cannabis Board
(LCB) to develop a plan for enforcement. The provisions to allow curbside pickup and to allow
delivery by third-party companies (such as Uber Eats or Door Dash) were removed so that only
licensed servers may deliver alcohol under the law.
SB 5504
, Vehicle Safety Recalls
Chapter 440, 2023 Laws, Effective July 1, 2024.
This bill requires the DOL to check whether a vehicle is open to a safety recall and provide
written notice to the owner as part of the vehicle registration process. Vehicle inspectors are
also required to provide this information to the new owner of a vehicle that is subject to
inspection requirements. The notice should include a statement that open safety recalls must be
2023 Year in Review
10
repaired by a motor vehicle dealer approved by the manufacturer at no cost to the vehicle
owner, except as provided by federal law.
SB 5583
, Driver Licensing
Chapter 445, 2023 Laws, effective July 23, 2023.
This bill changed substantially from its original content. The original bill would have extended
the requirement for new drivers under the age of 25 years to complete a driver's safety course
prior to receiving a Washington driver’s license. Amendments in the Senate added a program to
provide financial assistance to low-income novice drivers. The bill was substantially changed in
the House. The original contents were largely removed. Instead, the Legislature directed the
DOL to develop a comprehensive implementation plan for a new driver training education
requirement, due to the Transportation Committees of the Legislature by October 1, 2024. The
version of the bill that passed also included changes to the intermediate licensing statute for 16-
and 17-year-old novice drivers related to nighttime driving (adding that it is allowed for school,
religious, or employment activities for the intermediate license holder or member of the holder’s
immediate family). It also provided a definition of immediate family. The bill also expanded
DOL’s authority to authorize the use of virtual instruction by a live driver education instructor as
well as the use of some self-paced classroom instruction (likely using recorded videos). To
increase the number of licensed driver education instructors in the future, the bill also directed
DOL to establish alternative pathways for instructor licensure.
Bills that did not Pass in 2023 but will Likely be Reconsidered in 2024
HB 1104
, Deferred Prosecution, would have modified the law allowing the option of a deferred
prosecution for a Driving Under the Influence (DUI) offense. The current law permits only one
deferred prosecution in the person’s lifetime. The bill would have allowed a person to receive a
second deferred prosecution if the first is used on the first offense. The bill would have also
updated outdated language on substance abuse disorders and treatment.
HB 1493, DUI Law Updates, would have added negligent driving and reckless endangerment to
the definition of a serious driving offense; would have updated provisions of the ignition interlock
requirements, including closing a loophole in the employer exception for self-employed
offenders; and would have allowed courts to provide driver abstracts of DUI offenders to
substance abuse treatment providers for the purposes of assessment and treatment.
HB 1513 (also SB 5572), Limiting Traffic Stops, would have limited the use of traffic stops for
“non-moving” violations as a primary offense when the violation does not pose an imminent
safety threat. The bill would have also created a grant program to assist motorists with financial
needs to address equipment problems, such as replacing headlights or taillights. The
Legislature did provide funding to the WSDOT to set up such a grant program in the
transportation budget bill, HB 1125.
SB 5002, .05 BAC Per Se Limit, would have lowered the per se blood alcohol concentration
(BAC) limit for the offenses of DUI or Physical Control of a Vehicle under the influence of
alcohol. The bill was passed by the Law and Justice and Transportation Committees in the
Senate, but it did not receive a vote on the Senate floor. The bill will be reintroduced in 2024,
and a House version is expected to be introduced, as well.
2023 Year in Review
11
SB 5032, DUI Felony, would have increased the period in which a fourth DUI offense is treated
as a felony from the current 10 years to 15 years. The bill also would have created a deferred
offender sentencing alternative for persons convicted of felony DUI so they could receive
treatment in custody and/or in a community setting as part of their sentence.
SB 5383 (also HB 1428), Freedom to Walk, would have allowed a pedestrian to cross a
roadway with a posted speed limit of 45 miles per hour (mph) or less at any point as long as
such a crossing does not impede the flow of traffic. It would have also preempted local laws and
ordinances inconsistent with the statutes modified by the bill.
SB 5401 (also HB 1063), Lane Splitting, would have legalized motorcycles to pass another
vehicle within the same lane. The bill would have also permitted motorcycles to pass other
traffic between the lanes of traffic when the speed of traffic is 35 mph or less and the motorcycle
speed is no more than 10 mph greater than the speed of traffic.
Fiscal Overview
12
FISCAL OVERVIEW OF OBLIGATIONS AND EXPENDITURES
402
405b
405c
405d
405d
24/7
405f
405h
164
Total
% of Total
P&A
$651,136
$651,136 4.09%
Traffic Records
$1,233,757
$277,604
$1,098,239
$2,609,600
16.41%
Impaired Driving
$0
$2,013,970
$44,182
$476,995
$2,535,147
15.94%
Occupant
Protection
$275,686 $295,967
$571,653 3.59%
Pedestrians
$373,528
$1,012,863
$1,386,391
8.72%
Distracted
Driving
$29,336 $195,915
$225,251 1.42%
Community TS
Projects
$2,523,329 $6,158
$1,123,124
$3,652,611 22.97%
Motorcycles
$27,416
$145,978
$24,893
$198,287
1.25%
Auto Traffic Enf
Survey
$0
$0 0.00%
Police Traffic
Services
$1,832,623
$1,832,623 11.52%
Speed
$174,966
$0
$174,966
1.10%
Paid Media
$1,893,716
$0
$170,752
$0
$0
$2,064,468
12.98%
TOTAL $9,015,493 $775,644 $1,098,239 $3,307,846 $190,160 $24,893 $1,012,863 $476,995 $15,902,133 100.00%
Assessment of State Progress
13
ASSESSMENT OF STATE PROGRESS
The following table shows the FFY 2022 target performance with preliminary 2022 fatality data
from Washington Coded Fatal Crash (CFC) data. The FFY 2022 target performance is also
displayed on each of the charts available in the program area reports. Complete data for 2023 is
unavailable. Year-to-date FFY 2023 performance reports are included in the next section.
Performance Measures and Targets, Highway Safety Plan FFY 202
2 and FFY 2023
Outcome Measure
2017
(FARS)
2018
(FARS)
2019
(FARS)
2020
(FARS)
2021
(WA-CFC)
2022
(WA-CFC)
2022
Target
*
2023
Target
*
C-1) Number of traffic
fatalities (FARS)
563 539 538 574 670 740 ^ ^
5YR Rolling Average 509.6 530.2 545.4 550.0 576.8 612.2 437.3 447.5
C-2) Number of serious
injuries in traffic crashes
(State crash data files)
2,221 2,236 2,253 2,429 2,921 3,090 ^ ^
5YR Rolling Average
2091.4 2155.4 2,205.2 2,271.2 2,412.0 2,585.8 1,819.5 1,876.5
C-3) Fatalities/VMT
(FARS, FHWA)
0.917 0.866 0.860 1.041 1.159 1.281 ^ ^
5YR Rolling Average 0.856 0.877 0.890 0.913 0.969 1.041 0.730 0.757
C-4) Number of
unrestrained passenger
vehicle occupant
fatalities, all seat
positions (FARS)
104 107 108 110 152 154 ^ ^
5YR Rolling Average
104.6 108.2 108.2 107.8 116.2 126.2 109.0 121.4
C-5) Number of
fatalities in crashes
involving a driver or
motorcycle operator
with a BAC of .08 and
above (FARS-
IMPUTED)
176 165 181 212 262 * ^ ^
5YR Rolling Average
152.0 154.8 164.6 178.0 199.2 * 165.0 181.6
C-6) Number of
speeding-related
fatalities (FARS)
174 182 152 173 207 252 ^ ^
5YR Rolling Average 166.2 165.8 163.8 167.0 177.6 193.2 165.4 177.2
C-7) Number of
motorcyclist fatalities
(FARS)
80 80 95 93 92 133 ^ ^
5YR Rolling Average
75.6 77.0 82.2 85.8 88.0 98.6 87.6 92.1
Assessment of State Progress
14
Performance Measures and Targets, Highway Safety Plan FFY 202
2 and FFY 2023
Outcome Measure
2017
(FARS)
2018
(FARS)
2019
(FARS)
2020
(FARS)
2021
(WA-CFC)
2022
(WA-CFC)
2022
Target
*
2023
Target
*
C-8) Number of
unhelmeted motorcyclist
fatalities (FARS)
6 9 2 11 9 14 0 0
C-9) Number of drivers
age 20 or younger
involved in fatal crashes
(FARS)
68 67 47 78 85 76 ^ ^
5YR Rolling Average 66.6 66.0 63.8 65.2 69.0 70.6 65.0 70.3
C-10) Number of
pedestrian
#
fatalities
(FARS)
104 99
102 105 143 129 ^ ^
5YR Rolling Average
79.2 89.2 94.4 98.6 110.6 115.6 77.6 110.2
C-11) Number of
bicyclists fatalities
(FARS)
15 16
9 13 14 11 ^ ^
5YR Rolling Average 12.6 13.6 14.2 14.0 13.4 12.6 11.0 12.0
APM-1) Number of
fatalities involving a
distracted/inattentive
driver (WA-CFC)
155 116 119 90 116 98 ^ ^
5YR Rolling Average
146.2 145.4 143.2 127.0 119.2 107.8 113.2 108.7
APM-2) Number of
AIAN Fatalities (WA-
CFC)
28 30 19 21 44 40 ^ ^
5YR Rolling Average 25.8 28.2 27.6 26.0 28.4 30.8 ^ 29.4
TR-1) EMS Response
Volume Captured in
WEMSIS (percent of
total EMS records)
* * * 91% 92% 92% 100% 100%
B-1) Observed seat belt
use for passenger
vehicles, front seat
outboard occupants
(survey)
94.8% 93.2%
+
93.1% 93.0% 94.2% * >95% >95%
^ No target set.
*Data Unavailable.
+ New seat belt observation method for sampling and site selection; new trend line.
# Does not include pedestrians on personal conveyances (wheelchairs, skateboards, etc.) per NHTSA definitions.
APM: Associated Performance Measures
Assessment of State Progress
15
Performance Report from Previous Year HSP
The following table displays an assessment of performance targets set in the FFY 2023 HSP.
The 2023 calendar year number required to meet the 2019-2023 rolling average target is
shown. If the status is “NOT MET” then the 2023 calendar year requirement to meet the target
has already been exceeded year-to-date. If the status is “IN PROGRESS” then the 2023
calendar year requirement has not been exceeded, or data is still being collected or is
unavailable at the time of this report. Year-to-date fatality totals for the performance report were
obtained from the WSDOT Crash Data Portal
https://remoteapps.wsdot.wa.gov/highwaysafety/collision/data/portal/public/
) when available.
The year-to-date totals represent total counts available as of November 2023; these counts are
incomplete and subject to additional data lag by WSDOT crash data processing procedures.
Performance Target
2023 Calendar
Year Number
to meet HSP
Target
WSDOT Crash
Data Portal 2023
Year-to-date
Total as of
November 2023
Performance
Report Status
C-1) Decrease the 2019-2023 rolling
average number of traffic fatalities
(target start year=2019 and target end
year=2023) to 447.5 (five-year
performance target value).
0 663 NOT MET
C-2) Decrease the 2019-2023 rolling
average number of serious injuries in
traffic crashes (target start year=2019
and target end year=2023) to 1876.5
(five-year performance target value).
0 3,009 NOT MET
C-3) Decrease the 2019-2023 rolling
average rate of fatalities/VMT (target
start year=2019 and target end
year=2023) to 0.757 (five-year
performance target value).
0
Data not
available
NOT MET
C-4) Decrease the 2019-2023 rolling
average number of unrestrained
passenger vehicle occupant fatalities
(target start year=2019 and target end
year=2023) to 121.4 (five-year
performance target value).
83
Data not
available
NOT MET
Assessment of State Progress
16
Performance Target
2023 Calendar
Year Number
to meet HSP
Target
WSDOT Crash
Data Portal 2023
Year-to-date
Total as of
November 2023
Performance
Report Status
C-5) Decrease the 2019-2023 rolling
average number of fatalities in
crashes involving a driver or
motorcycle operator with a BAC of .08
and above (IMPUTED) (target start
year=2019 and target end year=2023)
to 181.6 (five-year performance target
value).
(2022 / 2023)
127/127
Data not
available
IN PROGRESS
C-6) Decrease the 2019-2023 rolling
average number of speeding-related
fatalities (target start year=2019 and
target end year=2023) to 177.2 (five-
year performance target value).
102 210 NOT MET
C-7) Decrease the 2019-2023 rolling
average number of motorcyclist
fatalities (target start year=2019 and
target end year=2023) to 92.1 (five-
year performance target value).
48 124 NOT MET
C-8) Decrease the 2019-2023 rolling
average number of unhelmeted
motorcyclist fatalities (target start
year=2019 and target end year=2023)
to 0 (five-year performance target
value).
0
Data not
available
NOT MET
C-9) Decrease the 2019-2023 rolling
average number of drivers aged 20 or
younger involved in fatal crashes
(target start year=2019 and target end
year=2023) to 70.3 (five-year
performance target value).
66
Data not
available
NOT MET
Assessment of State Progress
17
Performance Target
2023 Calendar
Year Number
to meet HSP
Target
WSDOT Crash
Data Portal 2023
Year-to-date
Total as of
November 2023
Performance
Report Status
C-10) Decrease the 2019-2023 rolling
average number of pedestrian
fatalities (target start year=2019 and
target end year=2023) to 110.2 (five-
year performance target value).
72 107 NOT MET
C-11) Decrease the 2019-2023 rolling
average number of bicyclist fatalities
(target start year=2019 and target end
year=2023) to 12.0 (five-year
performance target value).
13 14 NOT MET
APM-1) Decrease the 2019-2023
rolling average number of fatalities
involving a distracted driver (target
start year=2019 and target end
year=2023) to 108.7 (five-year
performance target value).
121 119 IN PROGRESS
APM-2) Decrease the 2019-2023
rolling average number of American
Indian/Alaska Native fatalities (target
start year=2019 and target end
year=2023) to 29.4 (five-year
performance target value).
23
Data not
available
IN PROGRESS
TR-1 EMS Response Volume
Captured in WEMSIS (percent of total
EMS records) – Department of Health
100% 92% NOT MET
Evidenced-Based Enforcement Plan
18
EVIDENCE-BASED ENFORCEMENT PLAN
Washington’s enforcement plan relies on High-Visibility Enforcement (HVE) and Traffic Safety
Enforcement Programs (TSEP). Both require enforcement efforts targeted to the appropriate
behavioral areas and locations coupled with meaningful media and public education outreach.
HVE focuses on enforcement in conjunction with national campaigns following NHTSA
prescribed HVE campaign themes and timing. TSEP events focus on alternate driving behaviors
such as distracted driving or motorcycle safety and support local community needs or statewide
campaigns. Both enforcement strategies utilize a three-step strategy to ensure effectiveness:
data analysis, resource allocation, and project oversight. The strategy starts with an annual
analysis of fatality and serious injury data to identify problems and ultimately allocate funding to
projects through the annual grants process. This in-depth analysis is incorporated into program
plans as recommended countermeasure strategies, activities, and projects. They are rolled up
to create the HSP Performance Report and the Performance Analysis contained within each
program area which drives the allocation of resources to the areas of greatest need.
Following analysis and resource allocation, WTSC staff work closely with grant recipients to
ensure projects are implemented successfully, making mid-year adjustments as new data
trends, and changing traffic safety priorities emerge. The result is an evidence-based
enforcement plan designed to address the areas and locations at the highest risk and with the
most significant potential for improvement. In FFY 2023, WTSC used the following to implement
our evidence-based enforcement plan:
• National Holiday DUI HVE campaign
• Statewide Distracted Driving
• National Seat Belt campaign
• Washington’s “Ride Safe, Ride On” motorcycle safety TSEP campaign
• National Summer DUI HVE campaign
Detailed results of each of these strategies, including citation data, are contained within the
various HVE project reports listed in the Program Updates section of this report. Below are the
combined enforcement performance activity measures and the summary of paid media
campaigns that supported the enforcement.
FFY 2023 PERFORMANCE ACTIVITY MEASURES
Activity Measure
Total
Number of seat belt citations issued during grant‐funded
enforcement activities
1,812
Number of impaired driving arrests made during grant‐funded
enforcement activities
830
Number of speeding citations issued during grant‐funded
enforcement activities
13,324
Evidenced-Based Enforcement Plan
19
FFY 2023 PAID MEDIA CAMPAIGNS
Campaign
Fund
Budget
Results
Holiday DUI
December 11, 2022 - January 1, 2023
National HVE
405d,
164
Transfer
$300,000
TV, Radio, Digital, Social
2,051 TV spots, 5,592 radio spots,
209 spots on Root Sports TV
(Seattle Kraken games), 16,959
digital clicks
More than 9 million impressions
Distracted Driving
March 31-April 14, 2023
National HVE
402 $375,000
TV, Radio, Digital, Social
5,616 TV spots, 3,040 radio spots,
5,481,380 digital video views
52,665,461 impressions
Seat Belts
May 15-June 4, 2023
National HVE
402 $300,000
TV, Radio, Digital, Social
1,017 TV spots, 2,064 radio spots,
30,454 digital clicks
23,767,456 impressions
Together We Get There
July 17 - September 30, 2023
Education and Culture
402 $825,000
TV, Radio, Digital, Social
6,848 TV spots, 8,761 radio spots,
6,738,985 digital video views
More than 103 million impressions
Motorcycles
July 7-23, 2023
Education and Enforcement
402 $250,000
TV, Digital, Social
1,250 TV spots, 3,923,476 digital
video views
More than 27 million impressions
August DUI
August 16 - September 4, 2023
National HVE
405d,
164
Transfer
$225,000
TV, Digital, Social
1,416 TV spots, 3,046,262 digital
video views
20.2 million impressions
Measures of Attitudes, Awareness, and Behavior
20
MEASURE OF ATTITUDES, AWARENESS, AND BEHAVIOR
Beginning in 2023, the WTSC launched a statewide traffic safety survey and received 10,964
survey completes from all 39 Washington counties. The survey includes measures across all
primary traffic safety programs and captures perceptions/beliefs, behaviors, knowledge, and
support. The survey data is vital for establishing baselines of Washington’s traffic safety culture,
establishing program problem identification, conducting surveillance, and project evaluation.
The full survey data is still being reviewed and the WTSC intends to develop new survey data
dashboards for sharing and querying the survey results over time. Meanwhile, the survey
contractor developed eighteen high-level infographics statewide and for each of the 17 Target
Zero Manager regions https://wtsc.wa.gov/statewide-survey-infographics/
. The results from the
statewide traffic safety survey infographic are provided on the following page.
Measures of Attitudes, Awareness, and Behavior
21
The majority of Washingtonians drive on public roads and walk or jog on public roads. Half use
public transportation and less than half ride a bicycle on public roads. Less than one in five drive
a motorcycle. People believe that public transportation is the safest mode of transportation and
that riding a bicycle on public roads is the least safe mode. Three out of four Washingtonians
believe the only acceptable number of deaths and serious injuries on roadways is zero.
Measures of Attitudes, Awareness, and Behavior
22
Most people in Washington will intervene when exposed to others’ unsafe driving practices
when in that situation. Three out of four people asked someone to buckle up, and more than half
intervened with a driver using a cell phone, a driver speeding or driving aggressively, or took
some action to prevent someone from driving impaired. Most drivers (two-thirds) never use a
cell phone while driving; however, that proportion is lower among drivers aged 18-34.
Self-reported seat belt use is very similar to the state’s observed seat belt use rate of 94
percent. However, the survey revealed that the seat belt use rate is slightly lower when the
driver is traveling within a few miles of home, and much lower (83 percent) among adult
backseat occupants. Men were significantly less likely to regularly buckle up than women.
Measures of Attitudes, Awareness, and Behavior
23
As other research has shown, people’s perception of others’ behaviors is misaligned with the
actual prevalence of behaviors. For example, over 60 percent of community members believe
that most drivers sometimes drive after consuming alcohol or cannabis, but in reality, less than
one in 20 people drive after consuming alcohol or cannabis. These are important measures to
understand because we want the community to focus and foster good driving behaviors and
understand that most people in their communities DO choose to exercise safe driving habits.
Measures of Attitudes, Awareness, and Behavior
24
Finally, respondents were asked about their experiences being a pedestrian or cyclist sharing
the public roads with drivers, and drivers’ experiences sharing the public roads with pedestrians
and bicyclists. Pedestrians and cyclists report speeding drivers, lack of appropriate
infrastructure, and turning drivers as the top three safety concerns. Drivers report pedestrians
not using marked crosswalks, cyclists riding in the vehicle travel lanes, and general
pedestrian/cyclist distraction as the top three safety concerns.
In addition to our statewide survey efforts, the WTSC conducts an annual distracted driving
observation survey
1
. Distracted driving increased in 2022 to the same rate observed in 2020.
This represents a statistically significant increase in distracted driving compared to 2021 when
the rate decreased to match the pre-COVID-19 rate. Distracted driving remains highest on city
streets, but in 2022 the distracted driving rate on state routes increased to the highest rate since
data collection began in 2019. Data was collected in 2023, however, the results are unavailable
at the time of this report. Moving into 2024, the WTSC is exploring the purchase of analyzed
telematics data to measure distracted driving behavior more precisely in Washington State.
1
Distracted Driving Observation Survey Results http://wtsc.wa.gov/wp-
content/uploads/dlm_uploads/2022/10/10_Distracted-Driver-Observation-Survey-2022.pdf
Measures of Attitudes, Awareness, and Behavior
25
Device use (hand-held or phone to ear) is the dominant source of distraction observed in the
survey since 2019. However, in 2022 “other distractions” increased and drove the change in the
statewide distracted driving rate and was more prevalent than device use. “Other distractions”
include any observably distracting behavior not related to device use such as eating, interacting
with vehicle controls, or interacting with passengers. Observers capture “other distractions”
when the driver’s eyes, posture, and hands indicate they are not fully engaged in the task of
driving the vehicle.
Program Updates
26
PROGRAM UPDATES
Assessment of Washington’s Progress in Achieving Performance
Targets for C-1, C-2, and C-3
C-1: The 2023 target included in the FFY 2023 HSP for fatalities was 447.5 (2019-2023 rolling
average value). The FFY 2023 C-1 target was coordinated with WSDOT. The FFY 2023 target
was set equal to the value of the Target Zero line, a straight line to zero in 2030 from the most
recent available data at that time the target was set (2017 – preliminary 2021). According to the
most recent available data, the FFY 2023 HSP target will not be met. To reach the 2019-2023
rolling average target of 447.5, the total number of fatalities in 2023 would have to be zero. This
number has already been exceeded; therefore, the FFY 2023 target was NOT MET.
C-2: The 2023 target included in the FFY 2023 HSP for serious injuries was 1,876.5 (2019-2023
rolling average value). The FFY 2023 target was coordinated with the WSDOT. The FFY 2023
target was set equal to the value of the Target Zero line, a straight line to zero in 2030 from the
most recent available data at the time the target was set (2017 – preliminary 2021). According
to the most recent available data, the FFY 2023 HSP target will not be met. To reach the 2019-
2023 rolling average target of 1,876.5, the total number of serious injuries in 2023 would have to
be zero. This number has already been exceeded; therefore, the FFY 2023 target was NOT
MET.
C-3: The 2023 target included in the FFY 2023 HSP for the fatality rate was 0.757 (2019-2023
rolling average value). The FFY 2023 target was coordinated with WSDOT. The FFY 2023
target was set equal to the value of the Target Zero line, a straight line to zero in 2030 from the
most recent available data at the time the target was set (2017 – preliminary 2021). According
to the most recent available data, the FFY 2023 HSP target will not be met. To reach the 2019-
2023 rolling average target of 0.757, the total number of fatalities in 2023 would have to be zero.
This number has already been exceeded; therefore, the FFY 2023 target was NOT MET.
Program Updates
27
Program Updates
28
Program Updates
29
Adjustments to Highway Safety Plan for not Meeting Targets
In 2019, WTSC changed the way we prioritize and invest in traffic safety countermeasures. We
changed our funding project approach from a general call for proposals that we fit into programs
to using problem identification to identify countermeasures. Then, we select evidence-based
and innovative projects that have the best potential for saving lives using the Theory of Change
and Logic Model tools. This is part of a larger effort to adopt a public health approach to
reducing traffic crashes. WTSC has invested heavily in improving the skills of staff to work within
this approach using the Positive Culture Framework.
In 2023, WTSC continued to use the logic model template updated in 2022 that focuses more
attention on setting measurable targets and distinguishing between process and outcome
measures. In 2023, WTSC hired two of three new Program Specialists, assistants to the
Program Managers, to increase the Program Managers’ capacity to conduct robust planning
and partnership recruitment and development. The agency also hired a new staff member
focused entirely on qualitative data analysis through fatal case reviews so that we might gain
additional insights into potential interventions. The WTSC is currently in the process of setting
up an improved Speed program and a new Preventing Roadside Deaths program.
Program Updates
30
In 2023, the WTSC continued its partnership with the Center for Health and Safety Culture
(CHSC) at Montana State University (MSU). MSU helped guide a refresh of the Target Zero
Manager program with the goal of making that program even more effective. As of October
2023, all of the Target Zero Managers are operating under a new scope of work based on the
Positive Culture Framework seven-step planning model. It calls for a community centric
approach to traffic safety planning in which multi-sector coalitions will be formed to help surface
and address the most serious traffic safety issues in the highest priority communities. The
consultants from MSU also provided training and ongoing technical support to all program
managers. This partnership is continuing in 2023 and will focus more on increasing WTSC’s
capacity to coach partners on effective project design and evaluation techniques.
Also in 2023, the WTSC established a new agency strategic plan focused on empowering local
communities with the resources they need to address their traffic safety problems while
affirming our ultimate goal of Target Zero. The agency will continue to partner with the WSDOT
and our Commission agencies to prioritize traffic safety efforts and work toward our Target Zero
vision. As we enter 2024, we are focusing on how our work can support the creation of a Safe
System.
5.1 Program Coordination
31
5.1 PROGRAM COORDINATION
Problem Statement
Program coordination and development encompasses various activities required to successfully
operate and improve Washington’s highway safety program. The WTSC is required to provide
staff and services related to the performance of the professional and technical functions outlined
in Washington’s Highway Safety Plan (HSP) and accordance with Target Zero. This funding is
essential to ensure that traffic safety projects authorized for the year are appropriately planned,
executed, monitored, and closed – and investments in projects are made to enhance the future
of traffic safety in Washington State.
Focus Populations
These funds are the federal share of costs to support WTSC employees’ salaries and benefits
for executive, administrative, training, and services staff. Program coordination encompasses all
activities associated with implementing Target Zero strategies applicable to specific WTSC
traffic safety programs.
Associated Performance Measures: C-1, C-2, C-3 (See page 25 for more
information).
5.1 Program Coordination
32
FFY 2023 Countermeasures and Planned Activities
Planned Activity: Maintenance and Upgrades to WEMS
Fed Project #
CP23-02
Project Title
WEMS Maintenance,
Upgrades, and Support
Program Manager
Pam Pannkuk
Sub-Recipient
WTSC
Description: This project provided for the maintenance (server, usage, and support
charges) and enhancement of WTSC's Enterprise Management System (WEMS). This is
WTSC's system of record for all grant management and monitoring, enabling accurate
record-keeping, increased efficiency, and accountability, and easing the administrative
burden through the automation of tasks. Within WEMS, WTSC staff managed more than $10
million in grants for funding traffic safety projects and ensuring compliance with all of the
state and federal regulations. In addition to maintaining responsive customer support,
training, and fixing "bugs" as they were identified, the WEMS team, with assistance from
Smart Simple's premium support services, continually improved business processes and
project data. WEMS also provided an unprecedented level of transparency with Region 10
NHTSA Headquarters partners who can access WEMS at any time to conduct file reviews.
Results: WEMS continues to be a robust and well-utilized tool for WTSC to manage projects
and maintain necessary grant and financial records. The WEMS teams provided excellent
customer support and regular training for both internal users and key external users in
monthly meetings, through system messages, and individually through email and Teams. In
FFY 2023, they implemented multi-year projects, including supporting functionality for
budgets, amendments, invoicing, goals, objectives, measures, progress reports, annual
Grant Requirements Acknowledgement Forms, and budget allocations. They also
significantly enhanced system security through the implementation of multi-factor
authentication for external users and single sign on for all environments for internal users.
Smaller enhancements included many new activity log fields, new internal user reports, and
changes to the SZ-CG and SZ-LE process to improve users' experience. With the
implementation of BIL, highway safety offices were tasked with creating an Annual Grant
Application, and the WEMS team was able to configure a report that enabled management to
quickly compile the needed information, saving many hours of staff time.
Countermeasure
WTSC Grant
Management
System (WEMS) –
Maintenance and
Upgrades
Fund Source
402
Amount Approved
$150,000
Amount Expended
$108,844
5.1 Program Coordination
33
Planned Activity: Training and Technical Assistance for WTSC Staff
and Contractors
Fed Project #
FDL*CP23-11
Project Title
Positive Traffic Safety
Culture Training and
Technical Support
Program Manager
Wade Alonzo
Sub-Recipient
WTSC
Description: This project was intended to provide funding for a vendor contract with the
Montana State University Center for Health and Safety Culture to fund traffic safety culture
training and support for WTSC staff and Target Zero Managers (TZMs).
Results: Over the course of the year, lead staff members Jay Otto and Katie Dively
conducted 11 guide sessions with the newest Program Managers on the WTSC staff. At
these sessions, Otto and Dively were able to further orient staff on the technical aspects of
creating theories of change and updating respective program plans. Otto and Dively also
conducted 34 guide calls with other Program Managers - many of them with the TZM
Program Managers helping them successfully navigate the completion of the planning cycle
of the TZM refresh project and then create a new scope of work to guide the program for the
next three years. They conducted 39 guide calls with WTSC Program Managers and
Leadership. Otto and Dively's work on the TZM program refresh was absolutely critical to the
success of that effort. This project was a continuation of work that began in April 2022 when
WTSC began to more formally adopt a Positive Culture Framework as its approach to traffic
safety. Their ongoing consultation on this process has been critical.
Countermeasure
Professional
Development
Fund Source
405d
Amount Approved
$155,000
Amount Expended
$150,135
5.1 Program Coordination
34
Planned Activity: Planning and Administration
Fed Project #
PA23-01
Project Title
Planning &
Administration
Program Manager
Wade Alonzo
Sub-Recipient
WTSC
Description: This project was a grant issued by the WTSC to assign federal traffic safety
funds to advance goals of the Target Zero Strategic Highway Safety Plan, specifically for
Planning and Administration. The project provided staff and applicable services for the
performance of the professional and technical functions outlined in Washington’s HSP, in
accordance with the Strategic Highway Safety Plan, and to ensure all Traffic Safety projects
were appropriately planned, executed, monitored, and closed.
Results: This project funded the federal share of costs to support WTSC employees as
planned. Technical coordination of Washington’s various traffic safety programs included
Impaired Driving, Distracted Driving, Motorcycle Safety, Occupant Protection, Speed, Traffic
Records, Pedestrian Safety, and Community Traffic Safety. The technical coordination
funding ensured all authorized traffic safety projects for the year were appropriately planned,
executed, monitored, and closed. No delays, issues, or problems were identified in the
management of this project.
Countermeasure
Planning,
Administration, and
Program Coordination
Fund Source
402
Amount Approved
$706,455
Amount Expended
$651,136
Fed Project #
AL23-01, CP23-01,
DD23-01, MC23-01,
OP23-01, PS23-01,
PT23-01, SE23-01,
TR23-01
Project Title
Program Coordination
Program Manager
Wade Alonzo
Sub-Recipient
WTSC
Description: The intent of the project was to assign federal traffic safety funds in furtherance
of the goals of the Target Zero Strategic Highway Safety Plan, specifically for the technical
coordination of Washington’s various traffic safety programs, including Alcohol, Distracted
Driving, Motorcycle Safety, Occupant Protection, Young Drivers, Speed, Traffic Records,
Pedestrian Safety, Police Traffic Services, and Community Traffic Safety.
Results: The WTSC was successful in developing, submitting, and then implementing the
HSP in 2023. All projects were executed and managed using the policies and procedures of
the WTSC consistent with the agency’s interpretation of state and federal regulations. The
agency's final report includes detailed results of individual projects.
Countermeasure
Planning,
Administration, and
Program Coordination
Fund Source
402
Amount Approved
$2,251,019
Amount Expended
$2,084,666
5.2 Community Traffic Services
35
5.2 COMMUNITY TRAFFIC SERVICES
Problem Statement
Communities–especially rural communities–have limited resources to address traffic safety
concerns. Washington’s diversity calls for a customized approach to reaching Target Zero. This
diversity from community to community creates a need for community-level approaches to traffic
safety improvements that consider the following:
• Diversity in people – ethnicity, language, political beliefs, socioeconomic status, etc.
• Diversity in roads – rural vs. urban differences in roads include roadway design, safety
features, and options available for roadway improvements.
• Diversity in resource availability – capacity to make traffic safety improvements varies
greatly from community to community, and access to post-crash medical care varies
significantly from community to community.
• Diversity in political views.
These four factors drive local traffic safety priorities and efforts that may not match the priorities
of the Target Zero plan at the state level. This program provides resources that support traffic
safety at a local level based on the needs of specific communities so that:
• Local communities can implement strategies to increase traffic safety.
• Local leaders recognize the importance of traffic safety.
• Community members feel empowered and take ownership to solve traffic safety
problems identified in their community.
Focus Populations
• All Washington residents and road users
• Stakeholders including community leaders, government agencies, traffic safety activists,
organizations who support or ignore traffic safety issues (or aren’t aware of them):
• Traffic safety professionals throughout the state
• Target Zero Managers
• Law Enforcement Leadership
• Law Enforcement Officers
• Target Zero Task Force Representatives
• Local and state transportation engineers
• Community coalitions and service organizations
• Medical professionals and emergency responders in rural communities
• Public educators and schools
Associated Performance Measures: C-1, C-2, C-3
(See page 25 for more
information.)
5.2 Community Traffic Services
36
FFY 2023 Countermeasures and Planned Activities
Planned Activity: Statewide TZM Program/Support
Fed Project #
CP23-03
Project Title
TZM Contracts and
Grants
Program Manager
Mandie Dell
Jerry Noviello
Mark Medalen
Sub-Recipient
WTSC
Description: WTSC currently manages a mix of both contractors and TZMs employed in a
host agency. The TZM program is a network of traffic safety professionals in 17 regions
across Washington State who conduct regional coordination of traffic safety enforcement,
community education, and outreach activities to change driver behavior and reduce traffic
crashes. The TZMs in each region assist WTSC in implementing traffic safety best practices
in their communities. This grant utilized federal funding for salaries and benefits and other
support for the contracted TZMs to conduct these activities.
Results: Each TZM coordinated a county or region-based traffic safety task force. These
task forces met on a quarterly basis throughout the year. They reviewed traffic safety data
and issues in their region and guided programming. In addition to the task forces, TZMs
developed connections with adjacent coalitions, expanding partnerships and sharing
resources working towards common goals.
TZMs supported HVE patrols and outreach efforts for statewide campaigns including DUI,
seat belt, distracted driving, and speed. Some regions supported motorcycle safety patrols.
In addition, they all planned locally driven enforcement and outreach activities throughout the
year. They scheduled enforcement dates, conducted media interviews, posted social media
messages, and provided outreach and education to residents at community events.
Statewide totals:
Number of task force meetings: 139
Number of new members added to the membership of the Traffic Safety Task Force: 63
Number of earned media articles generated as the result of outreach efforts: 25
Number of HVE related posts for each HVE emphasis patrol: 308
Percentage of WEMS activity logs audited: 24 percent
Number of Positive Community Norm (PCN) messages generated in support of each
statewide and local HVE campaign: 409
Number of monthly PCN messages based on the WTSC messaging calendar distributed
through the community communications network: 425
Number of monthly TZM huddles attended: 159
Number of adjacent coalition meetings attended: 221
Countermeasure
Target Zero Managers
Fund Source
402
Amount Approved
$614,000
Amount Expended
$427,976
5.2 Community Traffic Services
37
Fed Project #
FDL*CP23-05
Project Title
TZM Professional
Development and Support
Program Manager
Mandie Dell
Jerry Noviello
Mark Medalen
Sub-Recipient
WTSC
Description: These funds were used to support TZMs with travel, training expenses, and
supplies to support their work.
Results: While we only spent about $33,000 of the available funds, we covered travel and
training costs for all TZMs who attended the October 2022 TZM meetings in Wenatchee. We
covered travel and training costs for all TZMs who attended the national Lifesavers
Conference held in Seattle in April 2023. We covered annual LinkedIn, Zoom, Adobe, and
MS Teams subscription costs. All requests for training, travel, and supplies were approved in
advance.
Countermeasure
Target Zero
Managers
Fund Source
405d
Amount
Approved
$147,000
Amount Expended
$32,495
5.2 Community Traffic Services
38
Planned Activity: Law Enforcement Support
Fed Project #
PT23-06
Project Title
Statewide and Local Law
Enforcement Liaison
Program
Program Manager
Jerry Noviello
Sub-Recipient
WTSC
Description: Law enforcement is a critical partner in the state’s effort to reach Target Zero.
Many of the strategies and projects implemented by the WTSC rely on the strong support of
law enforcement agencies – from agency leadership to highly trained traffic enforcement
officers. This project funded the Statewide and Local Law Enforcement Liaison (LEL)
Program that created connections between the WTSC and local law enforcement agencies,
while also helping the WTSC and local traffic safety coordinators implement agency driven
strategies. The project funded one statewide LEL who provided a direct connection between
local law enforcement and WTSC. In addition to providing guidance, the statewide LEL also
supported a network of local LELs who represented local communities throughout the state.
The continuous engagement from the statewide LEL helped to grow the number of law
enforcement agencies participating in traffic safety activities. This project also provided
funding for professional development through local, regional, and national training.
Results: This project provided funding for one statewide LEL and at least one local LEL per
WTSC region. This model worked very well by providing TZMs with a local resource for law
enforcement issues, and it also created a community of local LELs who provided a resource
for one another. Law enforcement liaisons help coordinate high visibility patrols and use their
credibility as fellow peace officers to encourage local agencies to participate and strive for
high levels of performance. Washington's LELs have also been helping to grow the positive
traffic safety culture among law enforcement agencies by encouraging traffic safety minded
officers in their regions to become more involved and by inviting them to attend the
LEL/Traffic Safety Champions events that focus on professional development and creating a
community of like-minded officers. This strategy is intended to maintain traffic safety as a
priority among Washington law enforcement agencies over the long term through these
officers so that when they become leaders in their agencies, they make traffic safety a
priority. This project also funded other training events such as the NHTSA Region 10 event
in Boise and the national Lifesavers Conference.
Countermeasure
Law Enforcement
Support
Fund Source
402
Amount
Approved
$180,000
Amount Expended
$134,976
Fed Project #
CP23-13
Project Title
Law Enforcement Training
and Professional
Development
Program Manager
Jerry Noviello
Sub-Recipient
WTSC
Description: This project addressed the needs identified by the Washington Association of
Sheriffs and Police Chiefs (WASPC) Traffic Safety Committee to grow officer traffic safety
skills and participation in enforcement activities. This was accomplished by providing and
supporting training opportunities that aimed to increase motivation for traffic enforcement
and improve officer skills and knowledge in traffic safety enforcement. These events were
5.2 Community Traffic Services
39
conducted in Washington and other areas of the country.
Results: This project funded two large training events in Washington called Traffic
Safety Champions. These events were designed to provide professional development
training to law enforcement officers to improve their skills and knowledge in traffic
safety. Funds were also used to send a small selection of law enforcement officers to
national training events, such as the International Association of Police Chief's Impaired
Driving Conference.
The two Traffic Safety Champions events included guest speakers from state and local
law enforcement agencies in Washington as well as a retired Los Angeles Police
Department psychologist, Washington's Traffic Safety Resource Prosecutors, WTSC
staff, and other national and local professionals. The October 2022 event had
approximately 86 attendees and the May 2023 event had approximately 90 attendees.
Some topics covered at these events included: training for Impaired Driving/Drug
Recognition Experts, legislative updates, review of statewide data, project/success
highlights from local LELs, officer wellness in response to horrific traffic collisions, the
"why" of conducting traffic enforcement, officer recognition, and public participation and
engagement.
Attendees consistently rated most presentations as very good or good, with over 90
percent of all ratings being in one of these two categories. This shows that the content
provided is relevant and needed.
Countermeasure
Law Enforcement
Support
Fund Source
402
Amount
Approved
$250,000
Amount Expended
$53,129
Fed Project #
FDL*CP23-14
Project Title
Community Traffic Safety
Culture Strategy
Development and
Implementation
Program Manager
Jerry Noviello
Sub-Recipient
WTSC
Description: This project provided funding for a vendor contract with the Montana State
University Center for Health and Safety Culture to fund the development and evaluation of
non-enforcement based approaches that law enforcement agencies can use to grow traffic
safety culture in their communities. This first year largely focused on research to identify
current strategies that are being done in other areas of the country that could be used for this
project. An amendment was requested and approved to increase the grant amount.
Results: In the first phase of this project, a review of published literature was conducted to
learn about potential ideas for non-enforcement-based strategies for law enforcement to
improve traffic safety culture. This review surfaced resources from various advocacy
organizations, and country-level traffic safety action plans did not reveal any specific
evidence regarding non-enforcement-based strategies to improve traffic safety culture.
However, the review did reveal potential strategies that could be adopted by law
5.2 Community Traffic Services
40
enforcement officers in Washington State. These ideas about potential strategies will be
used in subsequent efforts with law enforcement officers to develop potential strategies.
Countermeasure
Law Enforcement
Support
Fund Source
405d
Amount
Approved
$182,630
Amount Expended
$95,038
Fed Project #
F24*CP23-03
Project Title
El Protector Program
Expansion
Program Manager
Jerry Noviello
Sub-Recipient
WTSC
Description: This was a new project added to the FFY 2023 HSP through the amendment
process. This project expanded the Washington State Patrol’s El Protector program. This
program funded traffic safety education and relationship building to grow positive traffic
safety culture through engagement with Spanish speaking residents and migrant workers.
Many of these individuals are not accustomed to driving norms in Washington and the
United States and are historically underserved by education efforts. This project met these
residents where they work and live in a non-confrontational way. The project also included
the expansion of El Protector resources by revamping the program’s audience engagement
tools.
Results: The El Protector grant goals were accomplished for FFY 2023. The program’s first
goal of attending a minimum of 5 community outreach events (COE) per month Q1-Q4 was
surpassed with an average of 11.40 events attended per month. The program also averaged
10.75 traffic safety media interviews a month. The second goal of adding five El Protector
representatives to assist with reaching more community members across the state was also
accomplished. A total of six representatives were added to assist, including a trooper in the
Vancouver area and one in the Wenatchee area.
Countermeasure
Law Enforcement
Support
Fund Source
405d 24/7
Amount
Approved
$50,000
Amount Expended
$44,182
Planned Activity: High Visibility Enforcement/Traffic Safety
Enforcement Program – Local Law Enforcement
Fed Project #
PT23-01
Project Title
Local HVE/Traffic Safety
Enforcement
Program Manager
Jerry Noviello
Sub-Recipient
WTSC
Description: This project funded traffic safety enforcement in the areas of impaired driving,
speeding, distracted driving, seat belt use, and motorcycle safety. Funding was awarded to
local law enforcement agencies following an application process using data to support
funding decisions. Programmatic decisions were made at the local level by regional traffic
safety task forces, led by a local traffic safety coordinator (Target Zero Manager). These task
forces used local data and officer input to determine enforcement priorities for their
jurisdictions to schedule and plan enforcement and outreach activities. Participation in this
5.2 Community Traffic Services
41
project was throughout the year, but the following campaigns were the primary enforcement
periods:
• Impaired driving enforcement during the Holiday DUI campaign in December 2022.
• Distracted driving enforcement during the Distracted Driving campaign in April 2023.
• Seat belt enforcement during the Click It or Ticket campaign in May 2023.
• Impaired driving enforcement during the Summer DUI campaign in August 2023.
Results: The following table contains a selection of enforcement accomplishments resulting
from this project.
Hours
15,651
DUI Arrests
584
Total Contacts
33,411
Speeding Citations
9,317
Total Citations
17,237
Seat Belt Citations
997
Total Warnings
15,125
Cell Phone Use Citations
2,735
Countermeasure
Enforcement
Support – Local
Law Enforcement
Fund Source
402
Amount
Approved
$1,514,578
Amount Expended
$1,288,602
Fed Project #
PT23-07
Project Title
WASPC Administrative
Support and Resources
Program Manager
Jerry Noviello
Sub-Recipient
WTSC
Description: The intent of this project was for WASPC to provide administrative support and
monitoring of the local HVE program and by providing agencies that participated in the HVE
program with funding for tools and supplies to increase their effectiveness in enforcing traffic
laws.
Results: WASPC successfully distributed $227,656 to 50 law enforcement agencies for the
purchase of traffic safety tools and supplies, such as portable breath test devices, radar
detection units, etc. Funding decisions were prioritized based on problem identification
provided in the agency applications. HVE administrative support and monitoring did not
come to fruition as planned. Several pain points were encountered, such as limited
knowledge of law enforcement practices, discomfort in acknowledging questionable activity,
and the workload of assigned staff.
Countermeasure
Enforcement
Support – Local
Law Enforcement
Fund Source
402
Amount
Approved
$355,000
Amount Expended
$256,028
5.2 Community Traffic Services
42
Planned Activity: Training and Professional Development
Fed Project #
CP23-15
Project Title
Training and Professional
Development Conferences
Program Manager
Wade Alonzo
Sub-Recipient
WTSC
Description: The purpose of this project was to provide funding to support training
opportunities for law enforcement, municipal and state engineers, TZMs, local elected
officials, and others in transitioning to the Safe Systems Approach. It would also address
emerging issues such as diversity, equity, and inclusion. This project would fund training,
travel, supplies, and other program needs for partners and stakeholders.
Results: This project was withdrawn in FFY 2023. On-boarding new staff, required time
commitment to host and plan Lifesavers 2023 workshop content, and the administrative
burden of adapting to the new 3HSP and AGA requirements particularly around public
engagement and participation consumed unplanned work hours, and limited resources to
complete new projects. No funds were expended.
Countermeasure
Traffic Safety
Leadership and
Professional
Development
Fund Source
402
Amount
Approved
$50,000
Amount Expended
$0
Fed Project #
EM23-01
Project Title
Rural Trauma Team
Development Course
Program Manager
Tony Bledsoe
Sub-Recipient
WTSC
Description: The intent of this project was to fund Rural Trauma Team Development
Courses (RTTDC) across the state in rural counties that experience higher-than-average
traffic fatality rates and/or who are geographically located in an area that is more than one
hour ground transport time from a level I or II Trauma Center. This education was expected
to result in improved care and expedited transfer for rural motor vehicle crash victims.
Results: This project was withdrawn due to the unavailability of the surgeon, physician, and
nursing instructors to conduct RTTDC in 2023. This project is being executed in FFY24.
Countermeasure
Post-crash Care,
Clinical Provider
Support
Fund Source
402
Amount
Approved
$30,000
Amount Expended
$0
5.2 Community Traffic Services
43
Planned Activity: WTSC Conference Planning
Fed Project #
CP23-16
Project Title
WTSC Conference Planning
for 2024
Program Manager
Wade Alonzo
Sub-Recipient
WTSC
Description: The purpose of this project was to provide funding for conference planning
efforts in 2023 to carry out a traffic safety conference in 2024.
Results: This project was withdrawn in FFY 2023. On-boarding new staff, required time
commitment to host and plan Lifesavers 2023 workshop content, and the administrative
burden of adapting to the new 3HSP and AGA requirements particularly around public
engagement and participation consumed unplanned work hours, and limited resources to
complete new projects. No funds were expended.
Countermeasure
Traffic Safety
Leadership and
Professional
Development
Fund Source
402
Amount
Approved
$25,000
Amount Expended
$0
5.2 Community Traffic Services
44
Planned Activity: Washington’s Strategic Highway Safety Plan: Target
Zero
Fed Project #
CP23-04
Project Title
WTSC Target Zero Plan
Program Manager
Mark McKechnie
Sub-Recipient
WTSC
Description: The purpose of this project was to fund the update of the Strategic Highway
Safety Plan (SHSP) also known as Target Zero. A contractor was retained through a
competitive procurement process that would act as the lead of the effort.
Results: Through a competitive procurement process initiated in January 2023, WTSC and
WSDOT selected DKS as the lead contractor in April 2023. Along with five subcontractors,
this team provided the range and depth of experience required to re-write the 2024 SHSP.
Subcontractor PRR quickly initiated community engagement activities, including the creation
of a survey. PRR began conducting in person interviews and intercept surveys in August.
This in-person phase concluded in October, while they continued to collect survey responses
online. PRR worked with the project manager, agency sponsors, and agency tribal liaisons to
prepare a tribal listening session scheduled for October 2023. Tribal, stakeholder, and
community feedback will also be included as the plan is drafted and revised in FFY 2024.
An amendment was requested and approved to increase the grant amount.
The contract team met consistently with the WTSC and WSDOT project sponsors. A kickoff
event was hosted in the Olympia area in late September, and more than 50 stakeholders
attended the two-day event, including some who attended virtually. This event was designed
to prepare various stakeholders for the drafting phase of the SHSP project in FFY 2024. The
target date for completion is approximately the end of FFY 2024 or early FFY 2025.
Countermeasure
Strategic Highway
Safety Planning
Fund Source
402
Amount
Approved
$137,200
Amount Expended
$106,718
5.2 Community Traffic Services
45
Planned Activity: Program Management
Fed Project #
CP23-16
Project Title
DOL Traffic Safety
Specialist
Program Manager
Janine Koffel
Sub-Recipient
DOL
Description: This project was to fund the employment of a traffic safety specialist
embedded in the Licensing, Endorsements & Traffic Safety (LETS) division of the
department of licensing. The traffic safety specialist will coordinate DOL projects related to
the accomplishment of the statewide Target Zero plan. They will also engage with external
partners with interests in and resources or related projects with similar goals and objectives.
The traffic safety specialist will work closely with WTSC program managers, advisory
councils or groups, and subcontractors,
Results: Due to the length of time required for the hiring process, the new employee was
identified in late September and began work October 1, 2023. Therefore, the objective to
convene the DOL Target Zero work group was not realized.
Countermeasure
Non-Commercial
Driver Licensing
Fund Source
402
Amount
Approved
$ 37,771
Amount Expended
0
5.- 3 Communications
46
5.3 COMMUNICATIONS
Problem Statement
Since the COVID-19 pandemic, fatalities on Washington roadways have been increasing at
unprecedented rates and are currently on track to reach highs not seen since the early 1990s.
High-risk driving behaviors have increased, and it seems decades of building a positive traffic
safety culture have been undermined by the unprecedented effects of the COVID-19 pandemic.
But we have a solid foundation upon which to rebuild. A comprehensive Safe System Approach
involves using all available tools, including education and outreach. These outreach efforts
support enforcement and engineering countermeasures by increasing public awareness. The
Communications program complements many other countermeasures throughout this plan and
is a robust and comprehensive approach to influencing human behavior.
Focus Populations
Vulnerable Road Users: Some road users are more susceptible to involvement in fatal or
serious injury crashes. This includes young or inexperienced drivers, older drivers (70+ years
old), motorcyclists, and people who walk or bike. Vulnerable road user deaths continue to rise to
record-breaking numbers.
Risky drivers: Drivers most at risk of driving impaired, distracted, or failing to wear their seat
belt.
Safe Road Users: Most safe road users who influence the behaviors of the smaller group
engaging in risky behaviors.
Associated Performance Measures: C-1, C-2, C-3 (See page 25 for more
information).
FFY 2023 Countermeasures and Planned Activities
Planned Activity: Traffic Safety Program Support
Fed Project #
FDL*CP23-06
Project Title
News Media and
Communications Support
Program Manager
Erica Stineman
Sub-Recipient
WTSC
Description: The funding for this project allowed the Communications team to continue
subscriptions for SurveyMonkey, Critical Mention, ArchiveSocial, and DropBox. In addition to
these projects, the funding was used to develop creative assets for use in educational
campaigns throughout the year.
5.3 Communications
47
Results: We were able to develop two new seat belt PSAs, one in English and one in
Spanish, held a photoshoot for motorcycle safety, began work on speed creative, and
creation of a video to educate people in Washington on the effects of alcohol to support
lowering the BAC per se limit to .05.
Countermeasure
Social and News
Media
Fund Source
405d
Amount
Approved
$400,000
Amount Expended
$307,926
Fed Project #
FDL*CP23-07
Project Title
Website Maintenance and
Support
Program Manager
Erica Stineman
Sub-Recipient
WTSC
Description: This project funded domain registration, hosting, updates, maintenance, and
support for all WTSC-owned websites. This includes https://wtsc.wa.gov,
https://togetherwegetthere.com, https://juntosllegamos.com, https://wtscpartners.com,
https://wacarseats.com and https://targetzero.com.
Results: Maintenance and support were provided by the website contractor throughout
the year. In early 2023, plans kicked off to change the look and feel of the wtsc.wa.gov
website. The new site was launched in September 2023.
Countermeasure
Social & News
Media
Fund Source
405d
Amount
Approved
$75,000
Amount Expended
$36,624
Planned Activity: Conduct Positive Culture Media Campaign
Fed Project #
PM23-04
Project Title
Together We Get There
Brand Development
Program Manager
Erica Stineman
Sub-Recipient
WTSC
Description: This project funded a new campaign for the Together We Get There initiative,
which allowed us to develop and distribute new assets promoting the Together We Get
There brand. A media buy took place in the summer in which the new content was
distributed.
Results: New creative assets with the Together We Get There branding were
developed to further the recognition and reach of the messages. People in Washington
have responded well to the more positive messaging. The summer multi-media
campaign included TV, digital, audio streaming, static ads, transit ads, and social media
posts. It resulted in 6,848 TV spots, 8,761 radio spots, and 6,738,985 digital video
views with more than 103 million impressions.
Countermeasure
Growing a Positive
Traffic Safety
Culture
Fund Source
402
Amount
Approved
$1,000,000
Amount Expended
$951,023
5.3 Communications
48
Fed Project #
FDL*CP23-08
Project Title
Local Support for TZM
Positive Community Norms
Projects
Program Manager
Erica Stineman
Sub-Recipient
WTSC
Description: These funds were offered to each of our regional TZMs to work with local
media outlets to conduct outreach customized to their communities. Eleven of the 17 regions
participated and placed ads on TV, radio, social media, local newspapers, county fairs, local
sports teams, and digital platforms. Our TZM Communications Lead also did a weekly radio
segment targeted to young listeners to message traffic safety topics, as covered on his "The
Wise Drive" website.
Results: The funds were used to create and execute a variety of projects in the
participating regions. The TZMs who used these funds are anxious to continue the local
projects in their communities, and there has been further interest in TZMs that have not
yet participated.
Countermeasure
Growing a Positive
Traffic Safety
Culture
Fund Source
405d
Amount
Approved
$200,000
Amount Expended
$96,816
5.3 Communications
49
Fed Project #
FDL*CP23-09
Project Title
Community Engagement
and Outreach
Program Manager
Mark McKechnie
Sub-Recipient
WTSC
Description: This project was initiated to increase community engagement and public input
on traffic safety programs in Washington and to specifically inform the Triennial Highway
Safety Plan in 2023 and the Strategic Highway Safety Plan, which will be completed in 2024.
Results: The approach was to work with communications contractor, PRR, which
specializes in working with community-based organizations in Washington. The focus
was on engaging CBOs located in and serving underrepresented communities
disproportionately impacted by serious and fatal injury crashes. PRR did outreach to
CBOs with services in these geographic counties:
• King
• Mason or Jefferson
• Cowlitz, Lewis, or Clark
• Adams, Grant, or Kittitas
• Spokane
• Whatcom
• Okanogan
• Pierce
• Snohomish
• Yakima
And focused on CBOs that serve these priority audiences:
• People who are Indigenous (American Indian/Alaskan Native), Black, or Latinx
• People who live in rural areas and areas with underinvestment in safe
transportation facilities
• People with low incomes
• Drivers ages 16-25 years old
• People who regularly travel by walking, biking, or rolling
• People who travel by motorcycle
WTSC worked with PRR to identify 74 CBOs across Washington State that work with
priority audiences. Through email and phone outreach, PRR invited CBOs to share
their input by completing the Community Input Survey. PRR paid CBOs for their
participation under the contract. Outreach efforts included:
• 5 rounds of outreach
• 159 email invitations to complete the survey
• 42 phone calls
• 74 organizations invited to complete the survey
• 15 organizations participated in the survey
Following the survey phase, PRR organized three listening sessions with CBO staff and
volunteers. CBOs were compensated for their participation. One listening session
included stakeholders from Yakima County and included advocates for Hispanic/Latino,
Asian, and Pacific Islander communities, advocates for people with disabilities, and
advocates for bicycle and pedestrian safety. Another listening session focused primarily
on South Seattle and South King Counties. This group included representatives from
5.3 Communications
50
the Mexican consulate, an organization representing Black and African businesses
involved in transportation and delivery including drivers Commercial Driver Licenses
((CDL) and rideshare), and advocates for bicycle and pedestrian safety. The third
listening session included groups serving multiple counties and areas, including Clark,
Pierce, King, Snohomish, and Whatcom Counties, including active transportation,
healthcare, and youth advocates.
Key takeaways from the initial CBO survey included:
A. Communities are interested in improving traffic safety: Over 80 percent of CBOs
reported their clients want to improve traffic safety in their communities.
B. Communities are more concerned about some risky driving behaviors: Speed and
aggressive driving was the most concerning risky driving behavior, followed by alcohol-
impaired driving and distracted driving.
The listening sessions included a wide range of topics and input, including but not
limited to:
• Limited transit options, routes, and disability access in rural areas, such as
Yakima County.
• Safety on transit (King Co.).
• Increased truck traffic in the Yakima Valley, lack of enforcement of trucking
routes, damage to roads, and risks posed to active transportation users by
heavy trucks on narrow roads.
• Lack of sidewalks and protected bike routes; focus on motor vehicles at the
expense of other road users (all areas).
• Speed and aggressive driving (all areas).
• Impaired driving (all areas).
• Inadequate enforcement of traffic laws, particularly related to speed, aggressive
driving, impairment, and distraction.
• Risks posed by large vehicles, such as SUVs, to active transportation users,
and occupants of smaller vehicles, and the need for better education for people
who consider buying larger vehicles.
• Support for automated enforcement as a strategy to improve road user behavior
(King Co.).
• Concerns about disparate impacts of enforcement on communities of color.
• The need for more and better education and training for new drivers and for all
drivers on new laws and changing infrastructure, such as the use of
roundabouts.
• Better information and signage for people with limited English proficiency.
A new phase of this project is planned for FFY 2024 to provide additional input on both
the SHSP project and the plans included in the Annual Grant Application for FFY 2025.
Countermeasure
Growing a Positive
Traffic Safety
Culture
Fund Source
405d
Amount
Approved
$45,000
Amount Expended
$34,459
5.3 Communications
51
Fed Project #
FDL*CP23-10
Project Title
TZM Communications Lead
Program Manager
Erica Stineman
Sub-Recipient
WTSC
Description: The purpose of this project was to develop and support community
engagement in proactive traffic safety culture (PTSC) communication. The TZM
Communications Lead served as a liaison between WTSC and TZMs and other partners to
provide guidance to TZMs in the use of PTSC tactics, employ content marketing strategies to
grow Washington's proactive traffic safety culture and grow PTSC in law enforcement
agencies.
Results: TZM communications projects were, by far, the biggest success this year.
With TZM input, Dough Dahl developed a calendar for monthly group or individual
communication projects, with a goal of 12 projects during the year. He ended up doing
27 group and individual TZM communications projects.
Additional success highlights:
• Adding several news outlets to the list of places that print/post the weekly
traffic safety articles.
• Improving the format of the weekly radio segment on C89.5.
• Transitioning the TZM media workgroup to a more structured format with
either training or a specific project as part of each workgroup.
• Using YouTube advertising in TZM local communications projects (with
great results). Creating an online traffic safety leadership course.
Countermeasure
Growing a Positive
Traffic Safety
Culture
Fund Source
405d
Amount
Approved
$100,000
Amount Expended
$100,000
5.4 Tribal Traffic Safety
52
5.4 TRIBAL TRAFFIC SAFETY
Problem Statement
Washington State is the home to 29 federally recognized Indian Tribes, each with their own
tribal governments. Washington tribal nations are comprised of strong communities rooted in
family, culture, and tradition. Tribal nations were more vulnerable to COVID-19 and faced
devastating impacts on health, tribal government, and business enterprises, forcing a critical
cut-off of revenue to tribal communities. Because of this, tribal resources were diverted away
from traffic safety toward more pressing public health efforts.
Traffic safety behavior change is currently not part of tribal government infrastructure. There are
limited opportunities to understand and then share information about traffic safety issues on
tribal land.
American Indian/Alaska Native (AIAN) death rates (fatalities per 100,000 population) reveal
substantial disparities in risk leading to traffic deaths. Trends show the traffic death rate per
100,000 population consistently runs three to four times higher for AIAN people, even if the
actual number of traffic deaths varies from year to year.
AIAN traffic fatalities in Washington increased by 105 percent in 2021 before decreasing by 17
percent in 2022. Of those 2022 fatalities, 40 percent of AIAN traffic deaths occurred on county
roads while 39 percent occurred on reservation lands. AIAN people are overrepresented among
traffic deaths involving these three high-risk behaviors: impairment, unrestrained drivers and
occupants, and speeding.
Factors impacting tribal traffic safety:
• Competing priorities for tribal council
• Changing tribal council members, which may result in changing tribal priorities
• Limited staff resources for traffic safety programs
• Limited tribal infrastructure to support traffic safety programs
• Traffic safety crash and injury data for AIAN are often difficult to obtain since Tribes are
sovereign nations and not required to report motor vehicle crash information to other
entities
Factors on reservation roads that create unsafe conditions and contribute to the disproportioned
fatality rates:
• Lack of sidewalks, crosswalks, and streetlights
• Lack of enforcement due to staffing and geography
• Limited transit services
• Rural roads
• Large tribal population/small land base
• Small tribal population/large land base
Traffic safety behavior change is not part of the focus of many tribal governments and the
motivation and capability to change is an internal process of each individual. It is a difficult task
5.4 Tribal Traffic Safety
53
to understand the problem and then share information about traffic safety issues with others on
tribal land. This impacts the decision-making process for each tribal council.
Focus Populations
• Tribal councils and leadership
• Tribal law enforcement
• Tribal traffic safety staff
• Tribal enterprise
• Tribal health professionals
• Tribal educators
• Tribal youth leadership
• Tribal citizens
Associated Performance Measures (APM): APM-2
Assessment of State’s Progress in Achieving Performance Targets
APM-2: The 2023 target included in the FFY 2023 HSP for American Indian/Alaska Native
fatalities was 29.4 (2019-2023 rolling average value). This target was set equal to the value of
the linear trend line based on data available at the time the target was set (2017 – preliminary
2021). To reach the 2019-2023 rolling average target of 29.4, the total number of fatalities in
2023 would have to be less than 23. This measure remains IN PROGRESS.
5.4 Tribal Traffic Safety
54
FFY 2023 Countermeasures and Planned Activities
Planned Activity: Traffic Safety Leadership
Fed Project #
CP23-05
Project Title
Tribal Traffic Safety
Strategic Planning and
Education
Program Manager
Penny Rarick
Sub-Recipient
WTSC
Description: This project was designed to engage or re-engage with federally recognized
Tribes in Washington and establish culturally appropriate protocols and policies to implement
a tribal traffic safety committee that reports to the Tribal Transportation Planning
Organization (TTPO). An additional project plan was to develop and implement a Tribal
Traffic Safety Conference/Tribal Traffic Safety Peer Review.
Funding was to provide for tribal travel costs, speaker engagement, training/conference
opportunities, and meeting/conference materials.
Results: This project was not feasible due to the Tribes’ experiencing significant impacts
from the COVID‐19 pandemic. Tribal resources were diverted among Tribes away from
traffic safety toward more pressing public health efforts.
Countermeasure
Tribal Traffic
Safety Leadership
Support and
Development
Fund Source
402
Amount Approved
$40,000
Amount Expended
$0
5.4 Tribal Traffic Safety
55
Fed Project #
CP23-09
Project Title
Tribal Traffic Safety
Coordination – Colville
Program Manager
Penny Rarick
Sub-Recipient
Confederated
Tribes of the
Colville
Reservation
Description: The primary purpose of this project was to support the work of a tribal traffic
safety coordinator, including increasing awareness of traffic safety issues, collection,
analysis, incorporation of data into tribal plans, and community-based traffic safety work.
Results: The Colville Tribe decided to withdraw their proposal for 2023. Leadership
changed, the person who served as coordinator was promoted to a different position, and
the supervisor is also leaving. There have also been challenges reported in filling public
safety positions.
Countermeasure
Tribal Traffic
Safety Leadership
Support and
Development
Fund Source
402
Amount Approved
$100,000
Amount Expended
$0
Fed Project #
CP23-10
Project Title
Tribal Traffic Safety
Coordinator-Yakama Nation
Program Manager
Penny Rarick
Sub-Recipient
Yakama Nation
Description: This project was intended to support the development of a tribal traffic safety
coordinator position for the Yakama Nation. We were planning for this position to implement
traffic safety education and outreach, gather and analyze data, develop data systems, and
form a tribal traffic safety committee.
Results: The project did not go forward due to the impact of the COVID-19 pandemic on the
Yakama Nation. Resources were diverted from tribal traffic safety and placed in more
emergent tribal health and safety issues.
Countermeasure
Tribal Traffic
Safety Leadership
Support and
Development
Fund Source
402
Amount Approved
$100,000
Amount Expended
$0
5.5 Occupant Protection
56
5.5 OCCUPANT PROTECTION
Problem Statement
Washington has one of the highest seat belt use rates in the country at 93.9 percent. Despite an
increased seat belt use rate in 2021, the number of unrestrained fatalities and serious injuries
has increased to the highest number since before 2010. Since 2019, unrestrained fatalities have
increased over 30 percent and serious injuries increased 58 percent. In 2022, unrestrained
motor vehicle drivers and occupants represented 33 percent of traffic fatalities in the state.
According to NHTSA, people who buckle up in the front seat of a passenger car can reduce the
risk of fatal injury by 45 percent and moderate to critical injury by 50 percent. Wearing a seat
belt in a light truck can reduce the risk of fatal injury by 60 percent and moderate to critical injury
by 65 percent.
Key Issues include:
• Some Populations are Less Likely to use Seat Belts: Currently, we know–based
on seat belt citation and FARS data, as well as other research–that some
populations are less likely to use seat belts. There is a variety of solid and anecdotal
evidence that demonstrates that Hispanic males, AIAN males, males aged 55 and
older, and younger drivers aged 16-25 are at higher risk of not wearing seat belts
while driving. According to the WTSC’s Research and Data Division’s 2022 brief on
AIAN traffic deaths, one-third of AIAN deaths were unrestrained vehicle occupants,
versus less than 20 percent of all other races.
• Unrestrained Occupants Tend to Correlate with Other High-Risk Behaviors:
Individuals who do not use their seat belts closely correlate with other high-risk
driving behaviors like speeding, distracted or aggressive driving, and impaired
driving. For example, the correlation between impaired driving and lack of seat belt
use is extremely high. From 2018-2022, about 42 percent of unrestrained deaths
involved an alcohol impaired driver, and 53 percent involved a drug impaired driver.
In addition, 20 percent of unrestrained fatalities involved distraction, and 42 percent
involved speeding.
• Younger Drivers are More Likely to be Unrestrained: Only 40 percent of 16-25-
year-old vehicle occupants killed in crashes between 2018-2022 were properly
restrained. Sixty-six percent of unrestrained vehicle occupants in this age group
killed in crashes during this time period were male.
• Child Passenger Safety: Motor vehicle crashes remain one of the leading causes of
death for young children. It is consistently the most or second most common factor in
death for children aged 1-14 Centers for Disease Control (CDC) – National Center
for Health Statistics
https://www.cdc.gov/transportationsafety/child_passenger_safety/cps-
factsheet.html). Between 2018-2022, there were 68 unrestrained vehicle occupant
fatalities among children ages 0-15 in Washington State. From 2018-2022, 5 percent
5.5 Occupant Protection
57
of unrestrained passenger fatalities were children ages 0-15. Using the right sized
child seat correctly installed can reduce the risk of fatal injury by 71 percent.
• Knowledge of Child Passenger Restraint Use and State Law: Child restraint
systems can be very complicated, and many are installed incorrectly. Many parents
and caregivers know how complicated these systems can be: rear facing, forward
facing, booster seats, harnesses, different cars have different anchor points, seats
are different, and more. Data collected from Washington State car seat checks in
FFY 2023 shows 73.6 percent misuse of child restraints. Misuse was most often
found with children one to three years old and most often occurred with forward-
facing harness and lap/shoulder belt use. Much of the observed misuse involved the
harness or seat belt being too loose or not being used correctly with the harness slot
or lower anchors.
Washington’s primary seat belt law (RCW 46.61.688) states that all passengers under
the age of 16 years must either wear a seat belt or use an approved child restraint
device.
The child restraint system law RCW 46.61.687 states that children up to age two must
ride in a rear-facing child restraint; children two to four years old must ride in a harness
child restraint; children four years and older must ride in a car or booster seat, until 4’9”
tall; and children up to age 13 must ride in the back seat when practical. The most
common mistakes observed in Washington are:
• No restraint used.
• Children aged 12 and under are illegally seated in the front seat.
• Premature graduation from the booster seat to a seat belt.
• Child restraint were not installed in the vehicle properly.
• Harness is not correctly fitted.
Focus Populations
Child Passenger Safety Technician Network: This group needs to know the laws regarding
child passenger safety, but also needs to know how to obtain current and appropriate
resources, training, and direction so they can provide the necessary education to Washington
families. They are required to complete a recertification process every two years to remain
active.
Parents/Guardians/Caregivers who Drive with Children in Their Vehicles: This group of
people need to know the laws regarding child passenger safety, but also needs to know where
they can get appropriate resources and direction, if needed. Beyond that, they need to
understand the importance of being good seat belt-using role models for children riding in their
vehicles.
Young Drivers: As a demographic, young drivers are more likely to engage in higher-risk
behaviors, such as not wearing a seat belt. Establishing strong positive behaviors in drivers in
this group can have lifelong results.
5.5 Occupant Protection
58
Safe Road Users: Most road users do not engage in risky driving behaviors. These safe road
users could influence the behaviors of the smaller group of drivers engaging in risky behaviors,
such as not wearing their seat belt.
Associated Performance Measures: C-4, B-1
Assessment of State’s Progress in Achieving Performance Targets
C-4: The 2023 target included in the FFY 2023 Highway Safety Plan (HSP) for unrestrained
passenger vehicle occupant fatalities was 121.4 (2019-2023 rolling average value). This target
was set by predicting unrestrained fatalities in 2022 and 2023 would be 120, then using these
predicted values to calculate the five-year rolling average value based on the data available at
the time the target was set (2018 – preliminary 2021). According to the most recent available
data, the FFY 2023 HSP target will not be met. To reach the 2019-2023 rolling average target of
121.4 the total number of unrestrained passenger vehicle occupant fatalities in 2023 would have
to be less than 83. Overall fatality trends in 2023 are tracking with 2022 so it is likely this
number has already been exceeded; therefore, the FFY 2023 target was NOT MET.
B-1: The seat belt use target is set at >95 percent. Seat belt observation surveys are conducted
annually in June. The 2023 seat belt observation survey report is not due to NHTSA until March
1, 2024, and analysis is not yet complete at the time of this report. The 2022 seat belt
observation survey rate was 93.9 percent, missing the FFY 2022 target and was slightly lower
than the 2021 rate of 94.2 percent but still higher than the rate between 2018-2020. Based on
historical trends, it is unlikely the 2023 rate will be over 95 percent; therefore, this target was
NOT MET.
5.5 Occupant Protection
59
5.5 Occupant Protection
60
5.5 Occupant Protection
61
Adjustments to Highway Safety Plan for not Meeting Target
Despite an increase in unrestrained passenger vehicle occupant fatalities in recent years,
Washington has maintained a high seat belt use rate of 93.8 percent. We continue to look for
ways to reach the minority of the population that does not wear their seat belt so we can
understand why and look for ways to influence behavior change.
Information gathered from the recent statewide survey will be used to help us understand
people’s current attitudes about wearing their seat belt. There was also a child passenger
safety observational/intercept survey done in 2023 that we hope will provide us with data to
help us focus our efforts on child passenger safety. An upcoming pilot project in Pierce County
focused on distracted driving will gather pre- and post- observational data using a fully
autonomous detection system in 12 school zones. In addition to collecting data about driver
distraction, this technology will gather data about front passenger seat belt use. King County
will also be using this technology that captures cell phone and seat belt use as part of their
Distracted Driving grant. We hope to use this data to identify populations and locations where
we should focus our efforts.
There have also been efforts in the child passenger safety program that we expect will lead to
a decrease in unrestrained deaths among children. The network of certified child passenger
safety technicians was negatively impacted by the COVID-19 pandemic where the number of
certified techs dropped from 529 at the end of FFY 2020 to 394 at the end of FFY 2021. The
5.5 Occupant Protection
62
program has made great progress in recruiting technicians, and by the end of FFY 2022, there
were 433 certified technicians. At the end of FFY 2023, there were a reported 457 certified
technicians. Recruitment efforts and training opportunities to ensure recertification will
continue to be a priority to ensure there is an adequate number of technicians to serve the
entire state.
The distribution of tablets to all child passenger safety technicians and the requirement for all
car seat checks to be entered into the National Digital Check Form as of October 1, 2022, has
already started to provide us with more complete, accurate, and timely data about child
passenger seat use across the state. This information will help us determine where services
and education can be improved. The program has also responded to emerging needs such as
creating materials in more languages, outreach to arriving refugee families, and training for
staff who transport children such as the Department of Children, Youth, and Families, local
law enforcement agencies that transport children in emergency situations, and agencies that
work with children with disabilities.
Traffic enforcement is expected to increase based on new policies to recruit and retain law
enforcement. Increased HVE is likely to influence motorist behaviors including wearing their
seat belt while driving. Target Zero Managers may also be activated to identify areas where
HVE and educational campaigns could have the greatest impact.
Other programs outside of the occupant protection program are also expected to increase
seat belt use and help decrease the number of unrestrained fatalities. The Teens in the Driver
Seat initiative is being adopted in high schools statewide. This project has a component
focused on seat belt use. Our new Speed program will also help to reduce driving speeds,
making crashes less deadly for the few people who are not wearing seat belts.
The replacement of two vacant TZM positions (Region 2 and Region 15) in the spring of 2023
also started to increase statewide participation in seat belt enforcement, car seat events and
training courses, and school-based programs that include seat belt education. There are
currently two remaining TZM vacancies in Region 5 and Region 17 that we expect to be filled
in early 2024. We are hopeful that having all TZM positions filled will help increase
participation in our current efforts.
5.5 Occupant Protection
63
FFY 2023 Countermeasures and Planned Activities
Planned Activity: Statewide CPS Services Delivery
Fed Project #
OP23-02
Project Title
Washington CPS Program
Delivery
Program Manager
Mandie Dell
Sub-Recipient
Bonney Lake
Police Department
Description: This project focused on sustaining and improving the state's Child Passenger
Safety program. This included funding for the project manager to promote statewide media
and education, management of a grant process for the child passenger safety teams and
support national certification trainings for a network of certified car seat technicians and
current and future car seat inspection services.
Results: The Child Passenger Safety Program met or exceeded the goals established for
this fiscal year. Project Manager Cesi Velez was awarded a NHTSA Public Service Award at
the 2023 Lifesavers Conference in Seattle for the significant effort made to reach refugee
families from Afghanistan and the Ukraine utilizing contractors to assist with outreach,
education, and child car seats. The project manager was asked to present at the national
level several times to share best practices regarding reaching the refugee population and the
use of the National Digital Check Form. The program also provided the Car Seat Awareness
class to the Department of Child Youth & Family (DCYF) child transporters in King and
Pierce County with hands-on activities and inspection of their seat inventory which resulted
in destroying expired/unsafe seats and encouraging future purchase of seat models based
on ease-of-use and consistency for child transporters.
The following is a summary of accomplishments:
• 13 Child Passenger Safety Technician (CPST) courses held throughout the state
• 122 newly trained technicians added to the network, with a total of 457 technicians in
Washington at the end of the grant year
• 121 ongoing car seat check stations
• 3,056 seats were checked
• 516 seats were provided to families in need
• 26 law enforcement officers and 14 tribal representatives were trained as CPSTs
Countermeasure
Child Passenger
Safety
Fund Source
402
Amount Approved
$230,730
Amount Expended
$224,197
5.5 Occupant Protection
64
Fed Project #
M1CPS23-01
Project Title
CPS Program Mini-Grants
Program Manager
Mandie Dell
Sub-Recipient
WTSC
Description: The goals of this project were to increase the number of trained CPSTs and to
provide resources to communities so that they can operate a successful Child Passenger
Safety program. Funding covered the costs of CPST courses to increase the size of the
CPST network and support the state's program goals of having CPSTs easily accessible to
all road users in Washington. This includes fees for instructors and other costs related to
courses such as training aids, tools, and other supplies.
Funds were also used to purchase products and/or services to support the car seat check
services and support the state's program goals of having car seat check services accessible
to all road users in Washington. This included the fees for CPST instructors or technicians to
conduct car seat checks and supplies needed for car seat inspection events.
Results: This project supported 13 CPST courses held throughout the state. Mini-grant
funds were utilized to support technicians in providing seat check services throughout the
state at 121 different sites. The mini-grant program supported 23 agencies with financial
reimbursement for expenses to provide child passenger safety training courses and
community services. Close to $50,000 was utilized in supporting seat check services,
recertification of technicians, and education. Nearly $46,000 went to service fees for CPST
Instructor fees to train new technicians.
Countermeasure
Child Passenger
Safety
Fund Source
405b
Amount
Approved
$119,270
Amount Expended
$95,488
Fed Project #
M1CPS23-02
Project Title
CPS Program Training
Program Manager
Mandie Dell
Sub-Recipient
WTSC
Description: Washington’s Child Passenger Safety (CPS) program relies on a network of
Child Passenger Safety Technicians (CPSTs) who are trained in up-to-date practices and
trends related to child car seat safety. This project supported bringing many CPSTs together
to receive training in child car seat related topics, provide an opportunity to network, provide
exposure to various child restraints, share the success of programs, and hear directly from
the child restraint manufacturers.
An amendment was requested and approved to increase the grant amount.
Results: This project funded training for approximately 60 child passenger safety
technicians to attend Lifesavers 2023 in Seattle. A request and approval process was
established for reimbursement of registration and travel expenses. The technicians were
able to attend workshops and obtain Continuing Education Units (CEU) required for
recertification. Funding also supported a Washington State Injury Prevention Awards
recognition event where 12 safety advocates received awards for their accomplishments
and contributions to the field of child passenger safety in Washington.
Countermeasure
Child Passenger
Safety
Fund Source
405b
Amount
Approved
$175,000
Amount Expended
$66,751
5.5 Occupant Protection
65
Planned Activity: HVE
Fed Project #
M1HVE23-01
Project Title
WSP HVE Block Grant -
CIOT
Program Manager
Jerry Noviello
Sub-Recipient
Washington State
Patrol
Description: The WSP Seat Belt HVE grant project funded overtime for WSP to participate
in national occupant protection emphasis patrols. This project also funded locally driven
overtime enforcement activities throughout the year in the areas of occupant protection.
Overtime activities were often in collaboration with local law enforcement agencies
throughout the state.
Results: The following table contains a selection of enforcement accomplishments
resulting from this project.
Hours
1,004.35
DUI Arrests
11
Total Contacts
2,213
Speeding Citations
695
Total Citations
1,285
Seat Belt Citations
476
Total Warnings
1,374
Cell Phone Use Citations
114
Countermeasure
Seat Belt HVE
Fund Source
405b
Amount
Approved
$150,000
Amount Expended
$133,727
Planned Activity: PCN
Fed Project #
FDL*CP23-01
Project Title
Transforming Traffic Safety
Culture with PCN - Pilot
Program Manager
Jerry Noviello
Sub-Recipient
WTSC
Description: The intent of this project was to use the Positive Community Norms approach
in a selection of communities across the state to grow a positive traffic safety culture
focused on seat belt usage. The project included a sub-contract with an expert in this
approach, as well as a contract with a communications vendor to develop and deploy
advertising and resources for schools to use.
Results: This project was withdrawn earlier in the fiscal year and will be discontinued due to
a lack of participation from targeted high schools; however, some good work was completed.
The project team worked with a WTSC communications vendor to develop resource toolkits
for school-based teams to use on their own, as capacity allows. Also, a select group of
Target Zero Managers are interested in continuing to support this effort and the toolkits will
continue to be utilized into the next fiscal year.
Countermeasure
Science of the
Positive – PCN
Fund Source
405d
Amount
Approved
$370,000
Amount Expended
$260,616
5.5 Occupant Protection
66
Planned Activity: Together We Get There
Fed Project #
PM23-01
Project Title
Occupant Protection Media
Campaign
Program Manager
Erica Stineman
Sub-Recipient
WTSC
Description: This project provided funding for media support of the occupant protection
high visibility enforcement campaign.
Results: The occupant protection media campaign included a mix of TV, radio, digital, and
social ads using new occupant protection PSAs, “However You Say It” and “Loteria,” that
were developed in FFY 2023. With the support of the CPS technicians, an opportunity
presented itself to conduct additional media outreach. There were more than 3,000 spots
that ran, resulting in 23.7 million impressions. The overall media campaign approved amount
for emphasis patrols (PM23-01 – PM23-04) was 1.9 million dollars. While this project was
overspent, the overall media campaign for emphasis patrols came under budget at 1.8
million dollars.
Countermeasure
Communications -
Together We Get
There
Fund Source
402
Amount
Approved
$300,000
Amount Expended
$345,176
5.6 Impaired Driving
67
5.6 IMPAIRED DRIVING
Problem Statement
Impairment remains the most frequent contributing factor in fatal crashes in Washington, despite
efforts to combat this issue for decades.
In 2022, Washington experienced the deadliest year on our roads since 1997. After years of
declining serious crashes, in 2015 traffic fatalities increased 19.3 percent in a single year—the
largest single year increase in fatalities since data collection began in 1968. Following this
unprecedented increase, traffic fatalities remained stable from 2015 to 2019. In 2020, like many
other states during the pandemic, Washington fatalities increased from 538 fatalities in 2019 to
574 fatalities in 2020, a 6.7 percent increase. This was despite large decreases in vehicle miles
traveled and non-severe crashes, and the closure of schools and businesses. In 2021,
Washington once again experienced an unprecedented single year fatality increase, from 574
deaths in 2020 to 663 deaths, a 15.5 percent increase. In 2022, Washington continued to see
an increase in traffic fatalities with 740 deaths, an increase of 9.8 percent from 2021.
Initiative 1183 privatized liquor sales and distribution, and public sales began on March 1, 2012.
In 2021, there were 18,473 retail establishments in Washington licensed to sell alcohol for on-
premises and off-premises consumption. That year, House Bill 1480 allowed bars, restaurants,
distilleries, wineries, and caterers that carry a liquor license to sell alcohol for curbside pickup or
delivery. In 2023, Substitute Senate Bill 5448 made some of the allowances under House Bill
1480 permanent, while extending the special allowances to sell alcohol for delivery until July 1,
2025. Initiative 502 legalized the production, possession, delivery, and distribution of cannabis
for recreational use. The first stores opened to the public on July 8, 2014. In 2022, there were
889 licensed producers/processors and 481 licensed retailers statewide.
Poly-drug use – combining two or more drugs, or one or more drugs mixed with alcohol – is also
very prevalent in fatal crashes. The number of drivers in fatal crashes positive for multiple
substances reached the highest number ever in 2021, a trend that has been increasing since
2011. While alcohol and tetrahydrocannabinol (THC) are the most frequent combinations, there
are hundreds of unique drug combinations encountered among fatal crash-involved drivers in
recent years. A multitude of these are prescription drugs. Many prescription drugs have an
impairing effect on driving - even when taken exactly as prescribed. A driver may not
understand the impact their medication has on their driving abilities and may assume all drugs
they take are safe simply because they were prescribed by a doctor.
Trends show fatal crashes involving drivers testing positive for delta-9 THC have remained
mostly stable since an increase in 2014 following the launch of the recreational marijuana
market. However, 2020 had the highest number in the history of drivers in fatal crashes positive
for delta-9 THC. Approximately 45 percent of drivers were tested for drugs in both 2019 and
2020. Of those that tested positive for delta-9 THC:
• Nearly 80 percent were also positive for alcohol or other drugs.
• They also exhibited other high-risk behaviors, such as speeding (43 percent), not
wearing a seat belt (30 percent), and being distracted (18 percent).
• More than one-third were between the ages of 16 and 25.
• The majority (80 percent) were male.
5.6 Impaired Driving
68
Cannabis and alcohol are the most common combination of poly-drugs among drivers in fatal
crashes. But overall, alcohol (alone or in combination with other drugs) continues to be the most
prevalent among drivers in fatal crashes. Blood Alcohol Content (BAC) averages remain high at
0.155 in 2022 and remains steady at 0.154 in 2023.
The WSP Toxicology Lab is a vital part of testing blood evidence for DUI prosecution and
conviction. More complex drug test cases have a turnaround time of 9-12 months.
Focus Populations
Safe Road Users: Most road users do not engage in risky driving behaviors. These safe road
users could influence the behaviors of the smaller group of impaired drivers engaging in risky
behaviors.
Impaired Drivers: All drivers who engage in impaired driving, including alcohol only, drug only,
or poly-drug driving.
Associated Performance Measures: C-5
Assessment of State’s Progress in Achieving Performance Targets
The 2023 target included in the FFY 2023 Highway Safety Plan (HSP) for alcohol impaired
driver-involved fatalities (imputed) was 181.6 (2019-2023 rolling average value). The FFY 2023
target was set equal to the value of the most recent 5-year rolling average available at the time
the target was set (2016 – preliminary 2021). It is not possible to provide a performance report
for this measure, as currently the data available is insufficient to evaluate this progress with any
confidence. The imputation method is a statistical approach for estimating missing information,
which results in this measure fluctuating based on data completeness and not impaired driving
programming. There is no state data comparable to the imputed estimates to supplement this
performance report. Washington does not report imputed alcohol results in the Target Zero plan;
therefore, this measure has no Target Zero line. Imputed alcohol information is only used for
required HSP target setting purposes and this measure remains IN PROGRESS.
5.6 Impaired Driving
69
FFY 2023 Countermeasures and Planned Activities
Planned Activity: DUI Enforcement
Fed Project #
M6X23-01
Project Title
WSP HVE Block Grant --
Impaired Driving
Program Manager
Jerry Noviello
Sub-Recipient
Washington State
Patrol
Description: The WSP DUI HVE project funded overtime for WSP to participate in the
national impaired driving HVE emphasis patrols in December 2022 through January 2023
and August through September 2023. Overtime activities were often in collaboration with
local law enforcement agencies throughout the state.
Results: The following table contains a selection of enforcement accomplishments
resulting from this project.
5.6 Impaired Driving
70
Hours
2,433.69
DUI Arrests
157
Total Contacts
3,934
Speeding Citations
960
Total Citations
1,067
Seat Belt Citations
54
Total Warnings
2,584
Cell Phone Use Citations
53
Countermeasure
HVE – Impaired
Driving
Fund Source
405d
Amount
Approved
$350,000
Amount Expended
$333,721
Planned Activity: Communications/Paid Advertising
Fed Project #
FDL*PM23-01
164AL23-02
Project Title
DUI Media Campaign
Program Manager
Erica Stineman
Sub-Recipient
WTSC
Description: This project provided funding for media support of the Holiday DUI campaign
that took place December 11, 2022 through January 1, 2023 and the Summer DUI
campaign that ran mid-August through Labor Day weekend.
Results: The DUI media campaigns included a mix of TV, radio, digital, and social ads using
the “Friends Like You” public service announcements (PSA) that were developed in FFY
2022. During these two campaigns, there were more than 9,000 spots that ran, resulting in
29.2 million impressions.
Countermeasure
Impaired Driving
Enforcement
Fund Source
405d
164 Transfer
Amount
Approved
$250,000
$250,000
Amount Expended
$170,752
$284,162
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71
Planned Activity: Support Efficiency and Visibility of DUI Arrests with
Mobile Impaired Driving Unit
Fed Project #
M6X23-03
Project Title
WSP Impaired Driving Block
Project -- MIDU
Program Manager
Mark Medalen
Sub-Recipient
Washington State
Patrol
Description: This project provided overtime funding and other support for WSP to operate
the Mobile Impaired Driving Unit (MIDU). The MIDU is a 36-foot motorhome set up as a
mobile DUI processing center to expedite DUI arrest and processing. With wrapped graphics
and flashing lights, it also serves as a billboard for DUI patrols and the presence of law
enforcement. The MIDU is requested by allied agencies and Target Zero Task Forces
statewide to support DUI emphasis patrols at fairs, festivals, concerts, and other public
gatherings.
Results: WSP continues to increase the number of deployments and individuals processed
through the MIDU. WSP surpassed their goal of 30 deployments (mostly nighttime) by 11,
achieving 41 deployments. They had 165 impaired drivers come through the MIDU this cycle
compared to 152 in the last grant cycle. This included the Hog Wild motorcycle event in
Anacortes, Seafair in Seattle, Rigapalooza in Sammamish, Hoopfest in Spokane, MADD
events in Vancouver and Magnuson Park in Seattle, Lifesavers National Conference at the
Seattle Convention Center, and numerous events statewide organized by TZMs and local
law enforcement agencies. The MIDU is promoted to TZMs and other traffic safety partners
statewide.
Countermeasure
HVE – Impaired
Driving
Fund Source
405d
Amount
Approved
$150,000
Amount Expended
$126,123
5.6 Impaired Driving
72
Planned Activity: WSP DRE Training
Fed Project #
M6X23-04
Project Title
WSP Impaired Driving Block
Project -- DRE Program
Program Manager
Mark Medalen
Sub-Recipient
Washington State
Patrol
Description: This project provided impaired driving related training and technical support to
all law enforcement agencies across the state through WSP’s Statewide Drug Recognition
Expert (DRE) program. The DRE program worked with law enforcement to improve and
support the officer's ability to detect, process, and testify about drug impaired driving
offenses. The program also provided Standard Field Sobriety Testing (SFST) and Advanced
Roadside Impaired Driving Enforcement (ARIDE) training. An amendment was requested
and approved to increase the grant amount.
Results: The DRE program successfully trained and certified 23 new DREs in two classes
during the grant cycle. DRE Class #38 and #39 averaged 25 applicants per application cycle
for both classes, each with 12 seats for students. They certified four new DRE Instructors
and 17 new SFST Instructors. There were 22 ARIDE classes completed that averaged 15
students per class for a total of over 300 officers trained. They offered 76 SFST classes and
trained 778 officers. WSP partnered with Traffic Safety Resource Prosecutors (TSRP) to
provide three Prosecutors Boot Camps dedicated to educating local prosecutors on alcohol
and drug impaired driving.
The program sent 15 DREs to the Impaired Driving and Traffic Safety (IDTS) conference in
Anaheim CA and 54 DREs to the 2023 Lifesavers Conference in Seattle.
Countermeasure
Sustained
Enforcement and
Adjudications
Fund Source
405d
Amount
Approved
$532,999
Amount Expended
$507,223
Planned Activity: Improve Proficiency and Competency of Officers in
Making DUI Arrests
Fed Project #
PT23-02
Project Title
Impaired Driving Training -
Seattle PD
Program Manager
Edica Esqueda
Sub-Recipient
Washington
State Patrol
Description: This project supported the duties and tasks of the Seattle Police Department's
(PD) Impaired Driving Training Coordinator (IDTC), Jon Huber. The Seattle PD IDTC
supported and facilitated the enforcement of Washington State traffic laws with an emphasis
on Impaired Driving. The Seattle PD IDTC collaborated with local, county, and state law
enforcement officers that included the WSP Impaired Driving Section, Criminal Justice
Training Center (CJTC), and local Traffic Safety Resource Prosecutors who offered training
throughout the program year.
Results: Seattle PD’s Impaired Driving Training Coordinator, Jon Huber, facilitated 55
classes and presentations in Seattle and across Washington. Classes included four Blood
5.6 Impaired Driving
73
Alcohol Concentration (BAC) Operator Basic classes, 15 BAC/Standardized field sobriety
tests (SFST) refresher classes, six Advanced Roadside Impaired Driving Enforcement
(ARIDE) Classes, four post Business Law Enforcement Alliance (BLEA) classes, and four
Prosecutor Boot Camps. Other trainings included two DRE Schools, Snohomish County
Sheriff's Office wet lab for new deputies, WSP wet lab, WSP Tox Lab DRE Face Sheet
training, Lifesaver's presentation moderator, Western Region - DRE State Coordinators
meeting, DOL Hearing Examiner Presentation, Community DRE Question and answer
session, Traffic Safety Champions Conference presentation, DRE and SFST Instructor
School in Spokane, Drug Talk w/kids and parents, and the 2023 IDTS Conference
presentation. Seattle Police Department (SPD) Jon Huber placed 54 extra DUI shifts on
Seattle streets that resulted in 47 DUI arrests and 16 other arrests.
Countermeasure
Sustained
Enforcement and
Adjudications
Fund Source
402
Amount
Approved
$65,000
Amount Expended
$44,786
5.6 Impaired Driving
74
Planned Activity: Improve Proficiency of Officers and Prosecutors to
Result in Effective Prosecution of Cases
Fed Project #
M6X23-05
Project Title
TSRP – Municipal Research
and Services Center
Program Manager
Edica Esqueda
Sub-Recipient
Municipal
Research
Services Center
Description: This grant funded Melanie Dane, a Traffic Safety Resource Prosecutor
(TSRP), through the Municipal Research Services Center (MRSC) who acted as a statewide
resource. Melanie worked on existing and new projects aimed at reducing impaired driving in
Washington. The TSRP conducted training for prosecutors, law enforcement professionals,
judges, probation staff, and legislators on topics crucial to impaired driving enforcement. The
TSRP also provided policy guidance for the 2022 Legislative Session and experienced
litigation assistance, legal memoranda, research assistance, and online assistance via the
state TSRP website and newsletter.
Results: The TSRP program created and launched the inaugural Prosecutor Basics DUI
Bootcamp during the FFY23 program year. The TSRPs allied with the Washington State
Patrol and created a two-day DUI Prosecutors bootcamp on DUI basics. Four bootcamps
were held across the state in FFY 2023. The training was in person, and included training on
SFST, a wet lab, Drager instrument instruction, how to utilize state experts in trial cases,
DUI and Impaired Driving laws, and how to effectively admit the breath and blood result at
trial. Surveys completed from the training were overwhelmingly positive with high marks for
all speakers. Melanie Dane taught at the WSP training academy, assisted the Washington
Association of Prosecuting Attorney's Office (WAPA) with the trial skills course, and
continued to lend her expertise for .05 legislation in Washington. She continued to maintain
and utilize the TSRP and WAPA listserv to update prosecutors and impaired driving partners
on training, webinars, ARIDE classes, new case law, defense motions, the Keller
Washington Administrative Code (WAC) truncation matter before the state supreme court,
and other pertinent information prosecutors needed to stay informed.
Collectively, the TSRP program conducted 182 hours of training for 283 prosecutors, and
241 law enforcement and other traffic safety personnel. The TSRPs also responded to 1,125
requests for technical assistance.
Countermeasure
Sustained
Enforcement and
Adjudications
Fund Source
405d
Amount
Approved
$190,007
Amount Expended
$188,489
5.6 Impaired Driving
75
Fed Project #
M6X23-06
Project Title
TSRP - Seattle Prosecuting
Attorney's Office
Program Manager
Edica Esqueda
Sub-Recipient
Seattle City
Attorney’s Office
Description: The state Traffic Safety Resource Prosecutor (TSRP) is a project aimed at
reducing impaired driving and related issues in Washington State. This grant funded a TSRP
within the Seattle City Attorney’s Office. Bradley Lane accepted the TSRP position in July
2023. He linked with existing TSRP program resources and started conducting outreach and
training of prosecutors, law enforcement professionals, judges, probation staff, legislators,
and hearing examiners on topics crucial to impaired driving. Bradley provided experienced
litigation assistance in the courtroom, legal memoranda, research assistance, and offered
online assistance via the TSRP website and newsletter.
Results: The Seattle Prosecuting Attorney's Office assisted with 26 discrete cases in which
they provided briefing, research, or an appearance in court. The TSRP responded to over
100 technical requests from both law enforcement and prosecutors on various impaired
driving issues. They assisted law enforcement on impaired driving cases, which included
blood warrant reviews and discussions on investigative approaches. They also assisted with
the successful proposal for a Seattle PD forensic phlebotomy program - slated to begin in
April 2024. They spent 123 hours creating content to be used in both classroom and
practical instruction for the WSP, SPD, and prosecutors from around the state. They
administered 24 hours of training to the WSP breath technician candidates and administered
a comprehensive legal exam that assisted in certifying trainees for their new positions. In
total, the Seattle Prosecuting Attorney's Office TSRP provided 40 hours of classroom
instruction to 71 prosecutors/law enforcement members. They researched and drafted the
Q4 TSRP newsletter and contributed a number of articles for publication. Additionally, this
work culminated in numerous law enforcement and prosecutor contacts around the state, all
serving as opportunities for additional training opportunities for the next quarter.
Collectively, the TSRP program conducted 182 hours of training. The TSRPs trained 283
Prosecutors and 241 Law Enforcement and other Traffic Safety Personnel. The TSRPs also
responded to 1,125 requests for technical assistance.
Countermeasure
Sustained
Enforcement and
Adjudications
Fund Source
405d
Amount
Approved
$181,700
Amount Expended
$47,485
Fed Project #
M6X23-07
Project Title
State TSRP
Program Manager
Edica Esqueda
Sub-Recipient
Washington
Association of
Prosecuting
Attorneys
Description: The TSRP is a continuing project aimed at reducing impaired driving in
Washington State. The TSRP has the specific skillset and expertise to train and educate
prosecutors, law enforcement, judges, probation staff, legislators, and hearing examiners on
topics crucial to impaired driving. The TSRP provides experienced litigation assistance in the
courtroom, legal memoranda, research assistance, and online assistance via the TSRP
website and newsletter.
5.6 Impaired Driving
76
Results: The WAPA was unable to fill the TSRP position. WAPA released two recruitments
without success. They are optimistic that they will be able to fill the position in the coming
year.
Countermeasure
Sustained
Enforcement and
Adjudications
Fund Source
405d
Amount
Approved
$169,600
Amount Expended
$0
Fed Project #
FDL*CP23-02
Project Title
TSRP Support
Program Manager
Edica Esqueda
Sub-Recipient
WTSC
Description: The TSRP is a continuing project aimed at reducing impaired driving in
Washington State. The TSRP trains and educates prosecutors, law enforcement, judges,
probation staff, legislators, and hearing examiners on topics crucial to impaired driving
enforcement. The TSRP provides experienced litigation assistance in the courtroom, legal
memoranda, research assistance, and online assistance via the TSRP website and
newsletter. This program supports the TSRP program with funds that support their programs.
The goal of the TSRP support program was to provide program funding and support to
improve the ability of the state’s law enforcement to investigate, and the state’s prosecutors
to effectively prosecute DUI, felony DUI, vehicular homicide, and vehicular assault cases
through training, quality resources, education, and training materials. In addition, the
program was intended to raise the level of competence, engage in more effective
prosecutions, and increase public safety by reducing recidivism. This project was intended
to support the TSRP program with financial support to achieve these goals.
Results: The WTSC realized early on it was not possible to execute this internal project due
to issues in staffing with the TSRP program. The program was unable to hold statewide
training and therefore unable to support the spending projected. Most training was offered
via virtual options. We anticipate making efforts to begin transitioning back to some in-
person class training in the upcoming program year.
Countermeasure
Sustained
Enforcement and
Adjudications
Fund Source
405d
Amount
Approved
$70,000
Amount Expended
$0
5.6 Impaired Driving
77
Planned Activity: Support Effective DUI Prosecution Through
Forensic Blood Evidence
Fed Project #
M6X23-08
Project Title
WSP Tox Lab Support
Program Manager
Mark Medalen
Sub-Recipient
WSP
Description: The Washington State Toxicology Laboratory (Tox Lab) is a vital part of testing
blood evidence for DUI prosecution and conviction. This project was intended to (1) support
the Tox Lab in supplying all law enforcement agencies throughout the state with DUI blood
evidence kits; (2) provide funding to outsource traffic fatalities and other suspected DUI
cases requiring testing that cannot be performed in-house (e.g., emerging/designer drugs);
(3) support overtime and supply costs associated with opening a second toxicology
laboratory in Federal Way; and (4) coordinate the testing of DUI cases in general.
Results: Evidence kits were purchased for and received by law enforcement agencies
throughout the grant cycle. The lab sent traffic fatality casework and a subset of DUI cases
to an external laboratory for toxicology testing. The turnaround times for outsourced cases
were reduced by 11 days during the grant period. (Median turnaround time for outsourced
casework at the start of the grant was 55 days. Outsourcing of select DUI cases provided
testing for out-of-scope drugs and emerging/designer drug testing with 12 different
compounds targeted in this testing over the grant period.
Overtime was spent by personnel preparing for the Federal Way Laboratory opening and
processing backlogged DUI cases. Median turnaround times for DUI testing was reduced by
26 days during the grant period (Median turnaround time for DUI casework at the start of the
grant was 385 days, During Q4 of the grant the median turnaround time was 359 days).
WSP received occupancy of the new Federal Way Facility in June 2023. Supplies and
consumables purchased were received and supported the installation and validation of
instruments and methods at the new facility. Following a successful accreditation visit and
the completion of validation work for multiple analytical instruments, evidentiary testing on
backlogged ethanol cases began in October 2023.
Countermeasure
Sustained
Enforcement and
Adjudications
Fund Source
405d
Amount
Approved
$400,000
Amount Expended
$378,187
5.6 Impaired Driving
78
Planned Activity: Electronic Home Monitoring (EHM) for Indigent DUI
Offenders
Fed Project #
M6X23-09
Project Title
EHM for Indigent DUI
Offenders - Clark County
District Court
Program Manager
Penny Rarick
Sub-Recipient
Clark County
District Court
Description: This project provided funding to Clark County District Court to pay for
electronic monitoring services for DUI offenders who were indigent. These indigent clients
were unable to pay the $15 per day to be on EHM/Secure Continuous Remote Alcohol
Monitoring (SCRAM) and, as a result, would have served their time in custody or gone back
in front of the court on a violation which could lead to incarceration. These services are
beneficial to the DUI offender because they are shown to reduce alcohol use and impaired
driving. As a result, it allows the offender to remain out of jail and continue to work, attend
treatment services, and maintain family and supportive relationships. In the prior year, Clark
County District Court processed an average of 1,050 DUI cases each year. Of the 1,050
cases filed with the court, approximately 52 percent or 546 of these cases were ordered to
EHM/SCRAM for monitoring either on pretrial release, as an initial sentence, or as a sanction
on a probation violation. Of the 546 cases ordered EHM/SCRAM, 25 percent, or
approximately 137 clients were found indigent by the court. An amendment was requested
and approved to increase the grant amount.
Results: The project was very successful. First, a fair and equitable screening process
was implemented to determine if someone was indigent requiring support to comply
with pretrial and probation conditions. Also, the indigent population was much higher
than expected, which resulted in this project serving 447 total clients, 297 more than the
initial estimate of 150 indigent clients. Fifty five percent of all court clients ordered to
EHM/SCRAM utilized money from this grant to pay for their services. Without this
option, more clients would have been sent back to court or jail, not receiving the same
opportunity for treatment and support as clients who had viable financial resources.
Countermeasure
Sustained
Enforcement and
Adjudications
Fund Source
405d
Amount
Approved
$300,000
Amount Expended
$ 273,332
5.6 Impaired Driving
79
Planned Activity: Support WSP ID Program's Work to Monitor Ignition
Interlock Usage Across the State
Fed Project #
164AL23-03
Project Title
WSP Impaired Driving Block
Project - Ignition Interlock
Program
Program Manager
Jerry Noviello
Sub-Recipient
Washington State
Patrol
Description: Washington's Ignition Interlock Program (IIP) is managed through a five
person staff at the WSP. This project supported Washington's IIP with funding for personnel
overtime and contract services for compliance checks, education, and oversight. The IIP
works with people convicted of DUI, post-conviction, to increase interlock installation
compliance and oversight through active education and enforcement. Currently, WSP
records show only about 33 percent of all court-ordered interlocks are actually installed.
Results: Despite some staffing challenges earlier in the grant, interlock program staff were
able to more than double the targeted number of criminal investigations and compliance
checks conducted last year. Two hundred and eight criminal investigations were conducted
which resulted in 10 separate criminal charges filed against interlock offenders. In addition,
during one compliance check shift, troopers encountered an interlock restricted driver who
was driving a vehicle without an interlock installed and arrested him for DUI.
Staffing vacancies were filled during the grant cycle.
WSP management met with DOL to create a data sharing agreement that would provide
WSP the records needed to identify and contact drivers who are not compliant with their
interlock requirement.
Countermeasure
Ignition Interlock
Program
Fund Source
164 Transfer
Amount
Approved
$200,000
Amount Expended
$192,833
Planned Activity: Support DUI Court Implementation
Fed Project #
PT23-03
Project Title
Spokane Municipal DUI
Court
Program Manager
Tony Bledsoe
Sub-Recipient
Spokane
Municipal Court
Description: The purpose of this project was to ensure participants of the Spokane
Municipal DUI Court maintained sobriety, by providing funding to pay for drug and alcohol
screening for participants who did not have the financial means to pay for these services.
The testing support provided a valuable accountability measure for DUI court participants
and ensured that the court was able to follow and maintain best practice standards set by the
National Association of Drug Court Professionals and the 10 Guiding Principles of DWI
Courts. An amendment was requested and approved to increase the grant amount.
Results: The court program had a goal to support 25 participants through this grant. The
Spokane Municipal Court program was able to exceed that goal, providing testing support to
5.6 Impaired Driving
80
more than 30 participants each quarter during the grant period. After implementation of
WTSC-funded testing and increasing the alcohol/drug testing frequency to meet best
practice standards (during Q1), the court program saw an increase in the number/percent of
court clients who do not have a positive alcohol/drug test from 66 percent in Q1 up to an
average of 96 percent in Q2-Q4.
Countermeasure
DUI Courts
Fund Source
402
Amount
Approved
$75,000
Amount Expended
$74,480
Fed Project #
PT23-04
Project Title
Clark County DUI Court
EHM
Program Manager
Penny Rarick
Sub-Recipient
Clark County
District Court
Description: DUI offenders are often given the option to use electronic monitoring methods
as an alternative to jail. These services provided real time monitoring of a DUI offender’s
alcohol use. However, electronic home monitoring (EHM) services are not always available,
especially when the DUI offender is indigent and unable to pay for them. This project
provided funding for Clark County DUI Court to pay for electronic monitoring services for
DUI offenders who could not afford to pay for DUI Court services.
Results: One hundred percent of indigent DUI offenders offered electronic monitoring
services accepted financial assistance. Without this financial assistance, EHM time would be
converted to time in jail. Individuals who were indigent were able to begin EHM much faster,
resulting in structure and accountability in the early phase of treatment. This supported
reinforcing sobriety goals and lessening the risk to the community. The DUI Court indigent
screening process provided financial rescreening which ensured that an individual with
changing financial circumstance did not have their DUI Court participation impacted. There
was a low number of new charges by DUI court participants. Only three participants
committed new criminal law violations, and none were DUI charges.
Countermeasure
DUI Courts
Fund Source
402
Amount
Approved
$50,000
Amount Expended
$33,751
Fed Project #
PT23-05
Project Title
Spokane County DUI Court
Probation
Program Manager
Edica Esqueda
Sub-Recipient
WTSC
Description: This project was to provide funding for probation services in support of
Spokane County’s DUI Court program.
Results: After project planning and before contract signing, Spokane County DUI Court
declined acceptance of this project due to lack of resources. Therefore, the funding allocated
was not expended
Countermeasure
DUI Courts
Fund Source
402
Amount
Approved
$40,000
Amount Expended
$0
5.6 Impaired Driving
81
Fed Project #
FDL*CP23-03
Project Title
WTSC DUI Court Support
Program Manager
Edica Esqueda
Sub-Recipient
WTSC
Description: Effective DUI Courts were patterned after the highly successful drug court
model that recognized the importance of combining treatment with the structure and
accountability of the judge and supporting team in a court setting. This project provided
grant funds for up to four DUI candidate courts in Washington to begin training and startup.
Results: This project will be discontinued in the following program year and the funds were
shifted to a different approach. During the grant year, the Yakima DUI Court team attended
Foundational DUI Court training in Spokane, Washington. The Spokane DUI Court teams
(municipal and district) also attended. Foundational DUI Court training offered new team
members education on the Therapeutic Courts 10 Guiding Principles.
Countermeasure
DUI Courts
Fund Source
405d
Amount
Approved
$100,000
Amount Expended
$9,015
Planned Activity: PCN
Fed Project #
CP23-11
Project Title
Neighborhood House –
Most Steer Clear Project
Program Manager
Tony Bledsoe
Sub-Recipient
Neighborhood
House
Description: “Most Steer Clear” was a Positive Community Norms campaign promoting
safe driving practices, drug, and alcohol prevention, and encouraging bystanders and riders
to keep their friends safe by discouraging impaired driving. The campaign promoted
responsible behaviors amongst young adults aged 16-25 in King County, Pierce County,
and Snohomish Counties: three of the most populous counties in Washington State with
471,000 young adults ages 16-25 residing in mostly urban and suburban areas. Project
funding was used to pay for print advertising, social media/streaming, video, and outdoor
campaign advertising. It also supported health educators in developing program messaging
and conducting surveys and focus groups to evaluate campaign effectiveness.
Results: The project exceeded campaign goals with a total of 86 million media impressions
across King, Pierce, and Snohomish Counties. It is estimated that approximately 2 million
people were reached by the campaign, 471,006 of which were estimated to be young adults.
Based upon a campaign Awareness and Favorability Survey of young adults, it is estimated
that 40-50 percent of young adults in King, Pierce, and Snohomish Counties could recall
seeing one or more of the campaign ads, with a 92 percent favorability rating. Based on the
40-50 percent recall rate, it is estimated that 235,000 young adults could recall seeing the
campaign materials. Since the inception of the "Most Steer Clear" campaign in 2017, the
rates of fatal crashes in King County have had a slight downward trend (except for 2022
which saw an increase), whereas the rest of Washington State had an upward trend (except
2022 which had a reduction statewide). Since 2017, King County has seen a significant
decrease in drug or alcohol involved fatal crashes.
Countermeasure
Science of the
Positive (SOTP) -
PCN
Fund Source
402
Amount
Approved
$80,000
Amount Expended
$79,926
5.6 Impaired Driving
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Fed Project #
CP23-12
Project Title
Neighborhood House –
Most Steer Clear Expansion
Pilot
Program Manager
Tony Bledsoe
Sub-Recipient
Neighborhood
House
Description: “Most Steer Clear” was a Positive Community Norms campaign promoting
safe driving practices, drug, and alcohol prevention, and encouraging bystanders and riders
to keep their friends safe by discouraging impaired driving. The campaign promoted
responsible behaviors among young adults aged 16-25 in King, Pierce, and Snohomish
Counties: three of the most populous counties in Washington State with 471,000 young
adults ages 16-25 residing in mostly urban and suburban areas. Project funding was used to
pay for print advertising, social media/streaming, video, outdoor campaign advertising, and
supports health educators to develop program messaging and conduct surveys and focus
groups to evaluate campaign effectiveness.
Results: The project exceeded campaign goals with a total of 86 million media impressions
across King, Pierce, and Snohomish Counties. It is estimated that approximately 2 million
people were reached by the campaign, 471,006 of which were estimated to be young adults.
Based upon a campaign Awareness and Favorability Survey of young adults, it is estimated
that 40-50 percent of young adults in King, Pierce, and Snohomish counties could recall
seeing one or more of the campaign ads, with a 92 percent favorability rating. Based on the
40-50 percent recall rate, it is estimated that 235,000 young adults could recall seeing the
campaign materials. Since the inception of the "Most Steer Clear" campaign in 2017, the
rates of fatal crashes in King County have had a slight downward trend (except for 2022
which saw an increase), whereas the rest of Washington State had an upward trend (except
2022 which had a reduction statewide). Since 2017, King County has seen a significant
decrease in drug or alcohol involved fatal crashes.
Countermeasure
SOTP - PCN
Fund Source
402
Amount
Approved
$200,000
Amount Expended
$199,271
Planned Activity: Research and Creative Development
Fed Project #
FDL*CP23-04
Project Title
Impaired Driving Public
Outreach - Research &
Creative
Program Manager
Edica Esqueda
Sub-Recipient
WTSC
Description: The intent of the Impaired Driving Public Outreach-Research & Creative was to
work with our communications and media contractors to create an Impaired Driving Strategic
Plan.
Results: WTSC withdrew this project because it was decided to go a different direction and
will revisit it once the WTSC Strategic Plan and the Target Zero Plan are complete.
Countermeasure
Public Outreach
and Education
Fund Source
405d
Amount
Approved
$300,000
Amount Expended
$0
5.7 Speed
83
5.7 SPEED
Problem Statement
Between 2018 to 2022, 3,065 people died on Washington roads.
• 32 percent of the deaths involved a speeding driver.
• Speeding is pervasive across the state with 55 percent of speed-related fatalities on
urban roads and 45 percent on rural roadways.
A 2022 Washington Traffic Safety Commission (WTSC) speed observation study included
42,823 driver observations, 76 percent of which were exceeding the posted speed.
• Men and women were nearly equally likely to speed, 76.3 percent and 75.4 percent
respectively.
• Motorcycles, the most vulnerable motorized user, represented the largest group of
violators at 86 percent, followed by cars (77 percent) pickup trucks (75 percent) and
delivery trucks (68 percent).
• Nearly 90 percent of drivers were exceeding the posted speed in locations posted for
40-45 mph limits, versus over 60 percent of drivers in locations posted with 50-60 mph
limits.
• More than half of drivers speeding in locations posted with 40- 45 mph limits were
exceeding the posted speed by 6-15 mph.
In the past, HVE has been the WTSC’s primary intervention, yet neither a supplemental national
or statewide speed management media campaign have been developed or utilized to amplify
enforcement efforts.
A 2020 American Automobile Association (AAA) Traffic Safety Culture Index found that 80
percent of respondents believed that driving 15 mph over posted freeway speed limits and 10
mph over posted residential street speed limits was moderate to extremely dangerous.
• Nevertheless, nearly half (45 percent) reported exceeding posted freeway speed limits
by 15 mph and 36 percent exceeded posted residential streets speed limits by 10 mph
in the past 30 days.
• Between 2018-2020, people consistently were less likely to view driving over 15 mph
over the speed limit on freeways as extremely or very dangerous.
• Over half of survey respondents (56 percent) were opposed to automated speed
enforcement on residential streets.
A 2020 Washington State Injury Minimization and Speed Management Policy and Guidelines
workgroup generated a number of recommendations for lowering operating speeds that WTSC
may support with community partners and stakeholders:
• Encourage agencies to use RCW 46.61.415(3)(a) to establish maximum speed of 20
mph on non-arterial highways or part of a non-arterial highway within residential or
business districts.
• Use automated traffic safety and speed enforcement cameras in approved locations.
• Use radar feedback signs with speed safety messaging.
• Encourage the use of school zone flashing beacons.
• Provide education for traffic/transportation professionals on:
o Injury minimization speed management approach and speed setting approach.
o Road safety assessments to identify streets in need of traffic calming measures.
5.7 Speed
84
o Human factors training to improve understanding of how road users interact,
understand, see, and make choices on road systems
Members of the workgroup may choose to engage in a future regional or statewide advisory
workgroup to address speed capitalizing on their previous work with policy and guidelines
recommendations.
Preliminary data from a 2023 WTSC Speeding in School Zones study indicates drivers are not
complying with posted slower speeds in school zones when children are present. Study data
(which is still preliminary at the time this report is being prepared) will be analyzed and coupled
with resources to provide more than 100 different participating schools information about road
use behaviors in their school zone and walk routes, increase knowledge of available speed
management resources, and increase capacity to engage in policy development
recommendations to slow speeds at their locations.
Focus Populations
Vulnerable Road Users: Speed increases risk for road users more susceptible to involvement
in fatal or serious injury crashes like school children, inexperienced drivers, motorcyclists, or
people who walk or bike.
Risky Drivers: Drivers most at risk of driving impaired, distracted, or failing to wear their seat
belt are also more likely to speed, increasing the risk for serious injury or death for themselves
and others.
Safe Road Users: Most safe road users are also subject to the higher risk behaviors of drivers
who speed. Behavioral reinforcement for maintaining safe speeds is important to
counterbalance the preponderance of speeding.
Traffic Safety Partners and Stakeholders: Partners are people and organizations who share
our vision and will work directly with us to take action to improve traffic safety. Stakeholders are
all road users from all sectors of the social ecology of community like youth, families, educators,
businesses, elected leaders, civic, volunteer, and religious fraternal organizations, law
enforcement, youth serving organizations, and healthcare professionals.
Communities: Slowing speeds in communities improves health and safety outcomes for
everyone. Shifting traffic safety culture demands comprehensive and integrated efforts at local,
regional, state, and national levels. Engaging both partners and stakeholders in speed
prevention planning and implementation increases commitment to behavioral change at the
community level. Community engagement is vital to this work.
Associated Performance Measures: C-6
Assessment of State’s Progress in Achieving Performance Targets
C-6: The 2023 target included in the FFY 2023 HSP for speeding-involved fatalities was 177.2
(2019-2023 rolling average value). This target was set equal to the most recent five‐year rolling
available at the time the target was set available at the time the target was set (2016 –
preliminary 2021), also known as a maintenance target. According to the most recent available
5.7 Speed
85
data, the FFY 2023 HSP target will not be met. To reach the 2019-2023 rolling average target of
177.2, the total number of speeding involved fatalities in 2023 would have to be less than 102.
This number has been exceeded; therefore, the FFY 2023 target was NOT MET.
Adjustments to Highway Safety Plan for not Meeting Target
Preliminary work to establish a Speed Management Cooperative (SMAC) has begun. The
SMAC is a diverse group of stakeholders with relevant subject matter expertise who will identify
concerns and opportunities for action to the Legislature and provide technical assistance to local
governments or communities to develop and implement traffic safety plans informed by the safe
system approach. The SMAC will contribute to the development of a statewide speed
management plan, including recommendations for funding allocations and partner engagement.
Informed by Coded Fatal Crash (CFC) data, the statewide survey data, and the school zone
speed study, community speed management workshops will be held with communities that have
experienced greater numbers of fatalities due to speeding, those with overrepresented
populations in speeding fatalities, and those with an indicated interest in slowing speeds (i.e.,
requesting technical assistance with engaging community members to address school zone
speeding) to develop a robust understanding of the scope of problem, available resources, and
increase community support for changing the harmful norm of speeding.
5.7 Speed
86
Partnerships with school districts to develop local traffic safety plans informed by the safe
system approach will advance community awareness, care, and concern for pedestrian safety.
A pilot safe system case study project will bring together the best available data about speed
management and other traffic behavioral concerns to develop an in-depth, multi-faceted plan to
address the complex issue of speeding, behavioral norms, and traffic safety culture.
FFY 2023 Countermeasures and Planned Activities
Planned Activity: Conduct TSEP Speed Enforcement
Fed Project #
SE23-02
Project Title
WSP Block Grant - Speed
Program Manager
Jerry Noviello
Sub-Recipient
Washington State
Patrol
Description: The WSP Speed Traffic Safety Enforcement Program provided funding for
overtime enforcement activities focused on speeding. WSP identified target locations
throughout the state, focusing on community events when possible. WSP planned speed
enforcement along select corridors to maximize exposure to the public. An amendment was
requested and approved to increase the grant amount.
Results: In response to increased enforcement in order to respond to the increase in fatal
crashes, WSP overspent on speed patrols. However, this project is part of a larger WSP
Enforcement Block Grant that included impaired driving enforcement. The overspend on
speed was compensated through an underspend on impaired driving within the context of
the bigger contract. WTSC met with WSP to improve communication processes in the future.
The following table contains a selection of enforcement accomplishments resulting from
this project.
Hours
753.17
DUI Arrests
3
Total Contacts
1,848
Speeding Citations
1,025
Total Citations
1,113
Seat Belt Citations
50
Total Warnings
1,025
Cell Phone Use Citations
38
Countermeasure
TSEP
Fund Source
402
Amount
Approved
$115,000
Amount Expended
$120,452
5.7 Speed
87
Planned Activity: Organizational Readiness Evaluation and
Development of a Speed Management Program
Fed Project #
SE23-03
Project Title
Speed Management &
Strategic Partnership
Development
Program Manager
Janine Koffel
Sub-Recipient
WTSC
Description: This was a new countermeasure, activity, and project added to the FFY 2023
HPS through the amendment process. This project funded a phased design consultation
approach with experts from the Governor’s Highway Safety Office. Phase one included up to
100 hours of expert consultation for the WTSC. Phase two was an additional 30 hours to
assist with the development of a statewide speed management workgroup. The primary
objective was to establish a program development design and action plan by identifying,
engaging with, and recruiting community, regional, and state stakeholders to form a
statewide speed management workgroup.
Results: The development of the statewide speed management program was advanced
through the assessment of the Commission's readiness and capacity to successfully launch
a new program. Preliminary partnership development work including engaging with
stakeholders at the Office of the Superintendent of Public Instruction, WA Department of
Licensing, and WA Department of Transportation and with 35 school districts throughout the
state as part of a speed in school zone study.
Countermeasure
Speed
Management
Program
Development
Fund Source
402
Amount Approved
$30,066
Amount Expended
$7,577
5.8 Motorcycle
88
5.8 MOTORCYCLES
Problem Statement
Our country is experiencing a public health crisis on our roads with record numbers of traffic
crashes that result in serious injuries and fatalities. Washington State is no exception where
motorcyclists as vulnerable road users continue to be over-represented in these crashes. In a
five-year period, from 2018 through 2022, motorcycles made up 3 percent of the registered
vehicles on Washington’s roads but accounted for 16 percent of all traffic fatalities (492 of
3,076). In 2022 alone, preliminary data shows 132 motorcycle rider fatalities in Washington,
possibly the most in a single year in our state’s history. This was a 43 percent increase over
2021.
In 2022 on Washington’s roads, motorcyclist serious injuries increased 15.3 percent over 2021.
This is the highest number of motorcyclist serious injuries in decades. These crashes are
preventable. And the belief that most motorcycle crashes are caused by other motorists is
inaccurate. Motorcyclist behaviors or skills contributed to about 2/3 of these fatalities.
Analysis reveals that 86 percent of sport bike fatalities were caused by riders. These
motorcycles are primarily ridden by younger operators who are more likely to be unendorsed.
The main contributing factors cited in these crashes were illegal and dangerous actions by the
rider including speeding, losing control in corners and curves, improper passing, and riding
under the influence of alcohol and/or drugs.
In the last three years since the COVID‐19 pandemic began, law enforcement has reported an
increase in the number of riders who are traveling at dangerous and excessive speeds,
sometimes over 100 mph. They are also reporting an increase in the number of riders failing to
stop for law enforcement officers (eluding police).
The need to increase the number of motorcycle riders who complete beginner and advanced
rider training is essential to reducing crashes. Data shows that riders who complete the training
are involved in fewer serious injury and fatal crashes.
A license endorsement is required in Washington to ride a motorcycle. Currently, motorcycles
may be purchased and registered in Washington without a valid motorcycle endorsement.
Endorsed riders have fewer infractions and are involved in fewer fatal collisions when compared
to unendorsed riders.
Focus Populations
Young Men 19-25 Years old that Ride/Operate Sport-Style Motorcycles: Sport bikes are
involved in both serious injury and fatal crashes at a significantly higher rate than all other
motorcycle types (2019 Target Zero Plan). This population is at highest risk when they drive at
excessive speeds.
We will focus on countermeasures that influence all riders to ride sober, ride legally endorsed,
gain training, and reduce their speed.
5.8 Motorcycle
89
Associated Performance Measures: C-7, C-8
Assessment of Washington’s Progress in Achieving Performance
Targets
C-7: The 2023 target included in the FFY 2023 HSP for motorcyclist fatalities was 92.1 (2019-
2023 rolling average value). The FFY 2023 performance measure target was set equal to the
value of the five-year rolling average linear trend line based on data available at the time the
target was set (2017-preliminary 2021). According to the most recent available data, the FFY
2023 HSP target will not be met. To reach the 2019-2023 rolling average target of 92.1, the total
number of motorcyclist fatalities in 2023 would have to be less than 48. This number has
already been exceeded; therefore, the FFY 2023 target was NOT MET.
C-8: The 2023 target included in the FFY 2023 HSP for unhelmeted motorcyclist fatalities was
zero (2019-2023 rolling average value). This number has already been exceeded; therefore, the
FFY 2023 target was NOT MET.
Adjustments to Highway Safety Plan for not Meeting Target
5.8 Motorcycle
90
Overall traffic fatalities in our state have increased each of the past three years. In August 2020,
Washington experienced 68 traffic fatalities on our roads in that month alone, and August 2021
we surpassed that with 76 fatalities – the most since 2006. We are following serious injury and
fatal crash data to prioritize locations where education, outreach, and/or enforcement is needed
most. Nationally, law enforcement agencies continue to be challenged with low staffing, COVID-
19 precautions and restrictions, and police reform laws. This has caused a reduction in law
enforcement presence on our roads.
FFY 2024 Countermeasures and Planned Activities
Planned Activity: Motorcycle Safety Program Support
Fed Project #
F24*CP23-02
M9X23-02
Project Title
DOL’s Motorcycle Safety
Program
Program Manager
Mark Medalen
Sub-Recipient
Department of
Licensing
Description: This grant was subject to U.S. Department of Transportation (USDOT) and
NHTSA requirements for states to adopt and implement effective programs to reduce the
number of single- and multi-vehicle crashes involving motorcyclists. This project was
intended to support efforts aimed at improving motorcycle rider training courses, increasing
the number of trained motorcycle riders, and programs to increase motorist awareness of
motorcycles.
Results: DOL’s Motorcycle Safety Program conducted five outreach programs and spoke
with thousands of riders throughout the state. They partnered with a communications
contractor C+C to develop a public campaign to encourage motorcyclists to get trained and
endorsed. They are working to increase the number of training locations for improved
accessibility. DOL program personnel attended the 2023 Lifesavers conference, State
Motorcycle Safety Association (SMSA) conference, and other professional development and
online courses. The program was awarded the Outstanding State Member award from
SMSA. They approved the first new motorcycle safety training school license in over 10
years and had discussions with two other organizations wishing to start motorcycle training
and testing sites. Additionally, they approved three new training models under our curricula
standards, for use throughout the state.
Countermeasure
Motorcycle Rider
Training and
Endorsements
Fund Source
405d 24/7
405f
Amount
Approved
$55,000
$45,000
Amount Expended
$38,733
$0
5.8 Motorcycle
91
Fed Project #
F24*CP23-01
M9X23-01
Project Title
WTSC’s Motorcycle Safety
Program
Program Manager
Mark Medalen
Sub-Recipient
WTSC
Description: This grant was subject to U.S. Department of Transportation (USDOT) and
NHTSA requirements for states to adopt and implement effective programs to reduce the
number of single- and multi-vehicle crashes involving motorcyclists. This project was used to
support efforts aimed at improving motorcycle rider training courses, increasing the number
of trained motorcycle riders, and programs to increase motorist awareness of motorcycles.
Results: In calendar year 2022, there were a record 132 motorcyclists who died in crashes
on our roads. In FFY 2023 we rebranded the “It’s A Fine Line” campaign. It is now called
Ride Safe, Ride On which fits better under the WTSC umbrella campaign of “Together We
Get There” and includes more positive community norms messaging. The campaign
includes a new website, Facebook, YouTube page, and original photos to showcase safety
gear and always riding safe, sober, and endorsed. We increased our messaging including
social media and media releases for National Motorcycle Safety Month in May and through
the summer months. Over the course of the federal fiscal year, the campaign achieved over
14 million impressions through a mix of TV, cable, and digital streaming videos as well as
Facebook and Instagram posts.
Countermeasure
Motorcycle Rider
Training and
Endorsements
Fund Source
405d 24/7
405f
Amount
Approved
$106,884
$42,755
Amount Expended
$101,838
$24,893
Planned Activity: TSEP Patrols Including Media
Fed Project #
M6X23-02
164AL23-01
Project Title
WSP Block Grant ‐
Motorcycle
Program Manager
Mark Medalen
Sub-Recipient
Washington State
Patrol
Description: These patrols were part of the WTSC’s motorcycle safety education campaign
known as It’s a Fine Line. In a continued effort to reduce serious motorcycle crashes, the
WTSC funded overtime patrols in Pierce, King, Snohomish, Clark, Yakima, and Spokane
Counties July 8-24, 2022. Additionally, WTSC funded overtime patrols in Lewis County June
24-26 during the American Bikers Aimed Toward Education (ABATE) Spring Opener, Grays
Harbor County July 29-31 during Bikers at The Beach, and Skagit and Whatcom Counties
Oyster Run September 23-25.
Results: Participating regions followed their local crash data to determine when and where
the patrols would be most effective. The patrol periods were advertised using a combination
of paid and earned media.
These patrols focused on illegal driving behaviors by both motorcycle riders and other
vehicle drivers. WSP and local law enforcement agencies focused on drivers and riders
who committed traffic safety violations.
5.8 Motorcycle
92
The following table contains a selection of enforcement accomplishments resulting from
this project.
Hours
1,035.7
DUI Arrests
11
Total Contacts
2,086
Speeding Citations
885
Total Citations
1,084
Seat Belt Citations
159
Total Warnings
1,252
Cell Phone Use Citations
40
Countermeasure
Motorcycle TSEP
Fund Source
405d
164 Transfer
Amount
Approved
$100,000
$100,000
Amount Expended
$143,301
$0
Fed Project #
PM23-02
Project Title
Motorcycle Media Campaign
Program Manager
Erica Stineman
Sub-Recipient
WTSC
Description: This project provided funding for media support of the motorcycle traffic safety
enforcement program.
Results: The motorcycle program rebranded its It’s a Fine Line to better align with the
Together We Get There initiative. The new motorcycle program brand is now called Ride
Safe, Ride On. The campaign includes a new website, Facebook, YouTube page, and
original photos to showcase safety gear and always riding safe, sober, and endorsed. The
media campaign included a mix of TV, digital, and social ads. There were more than 1,250
TV spots that ran, resulting in more than 27 million impressions.
Countermeasure
Motorcycle TSEP
Fund Source
402
Amount
Approved
$250,000
Amount Expended
$251,138
5.9 Young Drivers
93
5.9 YOUNG DRIVERS
Problem
Statement
Between 2020 and 2022, young drivers represented about 13 percent of Washington’s licensed
drivers, but represented 20 percent of all drivers involved in fatal crashes, or a total of 550
young drivers.
Young Drivers involved in fatal crashes often are more likely to engage in high-risk behaviors
compared to other drivers in fatal crashes such as driving impaired, driving too fast, being
unrestrained, and driving distracted.
Young drivers face an increased crash risk due to both their inexperience and immaturity. They
are learning to drive, lacking the skills and experience necessary to recognize and respond to
risk appropriately. Additionally, their age-related immaturity (associated with adolescent brain
development) is a key factor in dangerous decision-making on the road. Research on
adolescent development suggests key areas of the brain (especially in the prefrontal cortex–the
brain center for judgment, decision-making, and deferring immediate reward) are not fully
developed until about 25 years of age.
Newly licensed drivers ages 18-25 have roughly twice the rate of injury and fatal crashes
compared to the same-age peers who were licensed at age 16. These drivers who started
driving with an intermediate license continue to have either the lowest or relatively lower
injury/fatal crash rates compared to same-age peers who did not start driving until age 18 or
older and through age 25.
However, a major barrier for 16 to 17-year-olds currently required to take a driver’s education
course is the cost which is substantial ($400 - $750 per course, currently). More than half waited
or planned to wait to be licensed at age 18 or older to avoid the cost of driver education. Low-
income students, who also include disproportionate numbers of Black and Hispanic students,
were more likely to wait, thereby missing the safety benefits of driver training and intermediate
licensing. (Source: Washington State Graduated Driver Licensing (GDL) Program Attitude and
Behavior Survey Results, 07/29/2020.)
Research shows that drivers with less understanding of the limitations of safety technology in
their cars – such as rear-view cameras, automatic emergency braking, blind spot monitoring,
and lane keeping assist – are more likely to fail to act when in potentially dangerous situations.
If we want young drivers to drive safely, we need to teach them the skills to utilize these
systems correctly. Currently, the content of Chapter 11 Vehicle Technology Systems in DOL’s
required driver's education curriculum is not being consistently delivered to students. This gap is
being driven by multiple factors, including:
• Lack of knowledge about the technology systems by driver instructors.
• Confusion about how to best teach these technologies without creating dangerous
overreliance.
• Lack of availability of vehicles to demonstrate and practice how to integrate the systems
safely.
5.9 Young Drivers
94
Geographically, there are some Washington counties that have higher rates of young driver
involved fatality/serious injury crashes, and those counties may need more focus on young
driver programs.
Focus Populations
Drivers 16 and 17-years-old: The largest group of newly licensed drivers who are open to
influences – good or bad– from their peers, parents, and teachers. It is critical for them to have
frequent reminders of traffic safety laws and positive behavioral norms and have incentives to
demonstrate safe driving behavior.
Drivers 18 through 25-years-old: Drivers initially licensed after 18 likely did not benefit from
driver’s education or the GDL restrictions. Even more experienced drivers need reminders on
speeding, distraction, and seat belt use, much like the general driving population. Drivers 21
years and over also have a higher likelihood of driving impaired.
Driver education teachers: Many driver educators currently lack knowledge about the
technology systems or are unsure how to best teach students about these technologies without
creating dangerous overreliance.
Associated Performance Measures: C-9
Assessment of State’s Progress in Achieving Performance Targets
C-9: The 2023 target included in the FFY 2023 HSP for the number of drivers ages 20 and
younger involved in fatal crashes was 70.3 (2019-2023 rolling average value). This target was
set equal to the value of the linear trend line based on data available at the time the target was
set (2018 – preliminary 2021). According to the most recent available data, the FFY 2023 target
will not be met. To reach the 2019-2023 rolling average target of 70.3, the total number of
drivers ages 20 and younger involved in fatal crashes in 2023 would have to be less than 66.
Overall fatality trends in 2023 are tracking with 2022 so it is likely this number has already been
exceeded; therefore, the FFY 2023 target was NOT MET
5.9 Young Drivers
95
Adjustments to Highway Safety Plan for not Meeting Target
To address the missed C-9 target for a number of drivers ages 20 and younger involved in fatal
crashes in Washington, we are expanding the implementation of “Teens in the Driver Seat,” a
nationally recognized peer-to-peer teen driver program delivered in schools through student
groups. It is data-driven and positive traffic safety culture focused. In addition to increasing the
number of high schools implementing the program, we have added a junior high program
focused on 12–14-year-olds and a college program for 18- to 22-year-olds.
5.9 Young Drivers
96
FFY 2023 Countermeasures and Planned Activities
Planned Activity: Peer-to-Peer Traffic Safety Programs in High
Schools and Colleges
Fed Project #
CP23-06
Project Title
Teens in the Driver Seat
Program Manager
Debi Besser
Sub-Recipient
WTSC
Description: This project provided training, support, and materials to implement the Teens
in the Driver Seat® (TDS) program in Washington high schools. TDS is a well-established
peer-to-peer program for teens developed and run by Texas A&M Transportation Institute
(TTI). The program uses a traffic safety culture approach and includes data collection,
creation of positive community norms messages, and addresses multiple traffic safety risks
for teens, including distraction, impairment, and speeding. TZMs and TTI staff recruited high
schools, and the students ran the program in their schools. TTI provides the science,
guidance for TZMs, project resources, and facilitates a wide variety of contests, outreach,
and leadership awards for the program’s top students and teams. This project also provided
funds for TTI staff time to maintain and provide technical support for the "You in the Driver’s
Seat" (YDS) smartphone app to encourage safe driving behaviors for any teen in
Washington State.
Results: Through TZMs recruiting schools in their local area, and TTI staff recruiting
schools at five statewide conferences, a total of 30 schools signed up and received resource
kits. Of those schools, five completed annual surveys, two completed the Distractions unit,
one completed the Nighttime unit, three completed the Seat Belt unit, and one completed
the Impaired unit. The TTI staff developed customized materials for the junior high, focusing
on passenger intervention and back-seat seat belt use, and an entirely new TDS program
with updated materials was developed for use in colleges beginning in FFY 2024. Printed
app cards were used by both TZMs and LELs to promote the "You in the Driver’s Seat"
smartphone app. A total of 531 new app users were registered, for a total of 36,709 safe
driving miles with an average of 39.5 percent of drives recorded as safe drives.
Countermeasure
High Schools and
Colleges
Educational
Programs
Fund Source
402
Amount Approved
$150,000
Amount Expended
$147,777
5.9 Young Drivers
97
Planned Activity: High Schools Traffic Safety Educational Programs
Fed Project #
CP23-07
Project Title
Teen Target Zero
Program Manager
Debi Besser
Sub-Recipient
WTSC
Description: The intent of this project was to support the expansion of Teen Target Zero by
printing support materials and funding time and travel to train first responders in new areas.
Results: A grant from the Department of Commerce funded the work required and
eliminated the need for this grant, so it was withdrawn.
Countermeasure
High Schools and
Colleges Educational
Programs
Fund Source
402
Amount Approved
$60,000
Amount Expended
$0
Planned Activity: Vehicle Safety Technologies Instructor Teaching
Materials
Fed Project #
CP23-08
Project Title
Vehicle Safety Technology
Education for Driving
Instructors
Program Manager
Debi Besser
Sub-Recipient
WTSC
Description: The purpose of this project was to create instructional classes to teach driving
instructors about vehicle safety technologies and how to effectively teach them to students,
in support of the DOL/OSPI Driver Training Required Curriculum, Ch. 11- Vehicle Systems
Technology. It would have provided continuing education classes to driver instructors at no
charge.
Results: Due to the length of the procurement process, this project needed to be moved
into FFY2024. The project was withdrawn for FFY 2023 and will be carried out in FFY 2024.
Countermeasure
Vehicle Safety
Technologies in
Drivers’ Education
Courses
Fund Source
402
Amount Approved
$50,000
Amount Expended
$0
5.10 Non- Motorized Services
98
5.10 NON-MOTORIZED SERVICES
Problem Statement
General Risk Factors for Vulnerable Road Users
Washington State roadways were historically developed with the needs of drivers in mind, rather
than those of pedestrians and pedalcyclists. The responsibility to keep roadways safe depends
on both driver and active transportation user behavior. However, due to the size, composition,
and speed capability of modern motor vehicles, drivers control greater potential to inflict serious
and fatal impact in a crash and pedestrians suffer increased comparative risk. This inherently
inequitable dynamic exists in every pedestrian or bicyclist crash involving a motor vehicle.
In the wake of a sharp increase in pedestrian fatalities that peaked in 2021 and a marginal
decline in 2022, Washington is in a state of "recovery," concerning active transportation user
fatality rates. Pedestrian fatalities were recorded at a historic high of 146 fatalities in 2021,
before decreasing to 129 in 2022, with active transportation users making up 20 percent of
statewide traffic fatalities and 19 percent of serious injuries 2013-2022.
The 2021 climax coincides with an increase in reported and observed substance use disorder, a
rise in overdose rates, and a nationwide mental health crisis commonly attributed to the COVID-
19 pandemic.
Impairment and Mental Health
Over 50 percent of statewide active transportation user fatality crashes that involve a motor
vehicle involve pedestrian or pedalcyclist impairment (WTSC data dashboard, 2023). According
to the University of Washington Addictions, Drug and Alcohol Institute, substance use disorder
rates are increasing not decreasing statewide (2020-2022). Washington drug overdose death
rates mirror those of pedestrian fatalities, increasing from 14.1 per 100,000 in 2011 to 28.1 per
100,000 in 2021.
Research suggests that many psychiatric disorder symptoms can lead to impairment in the level
of cognitive and executive functioning required for safe driving, pedalcycling, or walking
behaviors, and medications used for treatment can also potentially cause disruption in
perception, information processing, and psychomotor activity. Although data is not available to
accurately measure statewide rates related to driver and active transportation user mental
health as a fatal crash causation factor, research suggests that psychiatric illnesses are an
important risk factor for road traffic accidents and that Washington has one of the highest rates
of individuals struggling with mental health and substance use disorder in the country
(University of Washington).
Although accessible, and in some cases, court-ordered recovery services for those suffering
from mental health and substance use disorders are emphasized in discussion at a state policy
level, in 2023 Washington failed to meet goals related to mental health and substance use
disorder services. Despite anticipated implementation of increased support for people of all
socioeconomic statuses on the horizon, it is unlikely that high-impact solutions will be
implemented by FFY 2026, allowing for the time necessary to significantly impact measurable
traffic fatality rates in the next three-years.
5.10 Non-Motorized Services
99
Disproportionate Representation
Equally troubling is recent NHTSA research that indicates active transportation user fatalities
are not equally distributed among racial, income, age, and ability status. Locally, an analysis of
the city of Spokane census tract map overlayed with WTSC fatality data suggests that the
highest rates of pedestrian fatalities in 2021 took place between three of the city’s lowest
income census tracts, and active transportation fatalities disproportionately impacted
communities that reported speaking only Spanish at home or not speaking English “well.”
Nationwide and in Washington State, populations living in poverty include an over-
representation of people of color, the elderly, and people with disabilities. People at low-income
levels are most reliant on walking, bicycling, and public transit due to the expense associated
with owning and maintaining a motor vehicle, which increases the amount of exposure they
experience to unsafe roadways and driver behavior.
According to analysis conducted by the WSDOT, 59 percent of pedestrian and bicyclist fatal and
serious crashes (2013-2017) occurred in communities with a higher than state average rate of
poverty, despite accounting for 43 percent of the population. At the most extreme level of
poverty, some Washington cities report significantly disproportionate fatality rates among
unhoused and unsheltered population, including 27 percent of Seattle’s pedestrian fatalities in
2022.
Exposure
The more time spent as a pedestrian or cyclist, the more exposure a person has to dangerous
conditions. This is especially true if they live, work, or travel in low-income neighborhoods
significantly less likely to have sidewalks, marked crosswalks, and street design that supports
safe driver behavior and slower speeds.
Speed
According to the U.S. Department of Transportation, the exact relation between speed and
crashes depends on many factors and it is not always efficiently reported as a data element.
However, in a general sense, the relationship is very clear: if the driving speeds increase, the
crash rate will also increase. The injury severity of the motor vehicle’s impact in a crash, for
example, is not only determined by the collision speed, but also by the mass difference between
the vehicle and the other road user(s) involved. This is the case for pedestrians and bicyclists,
who are especially vulnerable to serious or fatal injury in crashes with heavier motor vehicles.
U.S. Department of Transportation data suggest that when a pedestrian or bicyclist is struck by
a motor vehicle traveling at 25 mph, they experience a 32 percent chance of serious injury. With
an increase of 10 mph, a pedestrian or bicyclist has a 45 percent likelihood of being killed when
struck by a motor vehicle operating at 35 mph. Compared to affluent communities, lower-income
neighborhoods frequently contain major arterial roads built for high speeds and higher traffic
volumes at intersections, exacerbating dangerous conditions for active transportation users.
With the majority of Washington pedestrian and bicyclist fatalities occurring near Interstate 5,
and an increase in the number of pedestrian fatalities taking place on freeways and highways,
speed is a critical issue that is necessary to address through non-motorized programming.
5.10 Non-Motorized Services
100
Economic Factors
The impact of economic uncertainty can span beyond populations experiencing extreme poverty
and translate to an increase in low-socioeconomic status and middle-class populations
experiencing high rates of exposure on a regular basis, as more choose to use public
transportation to save money or are simply unable to afford the costs associated with
maintaining a motor vehicle and fuel costs. American Psychological Association research shows
that financial turbulence is associated with increased road traffic collisions, largely due to
drivers' emotional state, distraction, sleep deprivation, and impairment. In addition,
homelessness, median household income, and poverty rates deliver practically significant and
positive increases in pedestrian crashes.
In many respects, Washington has one of the highest price tags for livability in the nation. This
is according to education funding website Scholaroo, which released an analysis examining key
indicators of cost such as average costs of rent, income, taxes, and insurance coverage. In
2023, this analysis designated Washington as the fifth (worst) state for cost overall.
The cost of living in Washington is 15 percent higher than the national average. Housing is 24
percent higher than the national average, and necessities such as food, clothing, and groceries
are 14 percent higher than in the rest of the country. Some 25,211 people were counted as
homeless in 2022, when Washington was ranked by the Department of Housing and Urban
Development as having the ninth highest percentage of homeless among the 50 states and the
fifth highest overall number.
Active Transportation User Age
Age is another relevant factor that directly relates to an active transportation user’s ability to
survive a motor vehicle crash. The very young and the very old are most vulnerable to suffering
from severe injuries.
The Baby Boomer generation (adults 59-77 years old) make up over 20 percent of the United
States population and are aging into their late 70's. As this comparably large generation ages
further, their likelihood of maintaining a valid driver license decreases along with their chances
of survival in a crash. Those who are no longer capable of driving may experience increased
exposure to dangerous roadway conditions as they turn to public transportation and travel on
foot to reach essential resources such as medical care. Similarly, children are considered a
vulnerable, overrepresented group in preventable road traffic accidents. Therefore, child
pedestrian safety remains a significant health challenge and efforts to reduce the impact of child
pedestrian crashes on morbidity and mortality are needed.
Pedestrians or “Walkers”
The Centers for Disease Control and Prevention estimated that $137 million in medical and
work loss costs resulted from 2018 statewide pedestrian fatalities. Since 2018, pedestrian
fatalities have increased by over 50 percent, implying a staggering increase in costs when
applied to 2022 rates.
Acknowledging that drivers control greater potential to inflict fatal impact in a collision and that
pedestrians suffer increased comparative risk, data indicate that both driver and pedestrian
behavior can be identified as crash causation factors. Between 2018 and 2022, 54 percent of
pedestrians involved in fatal motor vehicle crashes tested positive for alcohol, drugs, or both
and 11 percent were reported to be distracted. Further, 23 percent of fatal pedestrian crashes
involved a pedestrian in the roadway improperly and 31 percent involved a pedestrian
5.10 Non-Motorized Services
101
improperly crossing the roadway. In this same timeframe, law enforcement reports indicate that
9 percent of motor vehicle drivers involved in fatal pedestrian crashes were impaired and 15
percent were distracted. Failure to yield was identified as a top driver causation behavior in
pedestrian fatality crash scenarios.
Between 2017-2021, 20 percent of statewide pedestrian crashes were determined to be “hit-
and-run” scenarios, where a motor vehicle driver who struck a pedestrian did not stop at the
scene as required by law. Hit and run incidents involving a pedestrian struck by a vehicle
increased by 85 percent between 2016 and 2019, where the rate remains stable as of 2021.
Pedestrian fatalities 2017-2022 most frequently occurred in urban areas situated in close
proximity to Interstate 5. For example, in the city of Seattle, the state’s largest urban
municipality, pedestrian fatalities accounted for nearly two-thirds of all 2022 traffic deaths.
Notable exceptions to this trend include Spokane and Yakima. Spokane is located east of the
interstate and Yakima, also located in the more sparsely populated east side of the state, both
are not considered to be an urban municipality.
NHTSA data suggests that the COVID-19 pandemic perpetuated existing disparities in
pedestrian fatality rate demographics in 2021. This is especially true for American
Indian/Alaskan Native pedestrians, according to research from the NTHSA.
Data gaps pose a challenge to accurate assessment of pedestrian fatality income, mental
health, housing, or poverty status. City and county-level analysis of FARS data show pedestrian
fatalities take place at a higher rate in low-income census tracts with fewer sidewalks, marked
crosswalks and safe system design features.
State-level data collection relies on law enforcement reports for information concerning near-
misses, injuries and fatalities and law enforcement relies on community members to report
incidences of crime related to traffic safety. According to the principles of community policing, in
communities where trust of law enforcement is tenuous, members may be less likely to report
crime, such as a hit and run. In low-income and minority communities, it is possible that
populations are statically less likely to report crime, including that related to traffic safety, due to
a cultural perspective and/or lived experience that labels law enforcement as unsafe or
inaccessible. This dynamic, in turn, may contribute to unreported traffic safety-related crime or
detail omission that leads to underreported data in certain locations.
Bicyclists and other “Rollers”
The number of statewide bicyclist fatalities hasn’t fallen below nine since 2014, with comparably
low total fatality and serious injury rates relative to those of pedestrians.
Between 2018-2022, dense concentrations of bicyclist fatalities occurred along Interstate 5, in
urban areas such as Seattle and Tacoma, reflecting distribution patterns similar to those of
pedestrians.
Driver causation behaviors commonly identified in 2018-2022 bicyclist fatalities include failure to
yield, distraction, and speed. Between 2018-2022, 6 percent of drivers involved in pedalcyclist
fatality crashes were impaired and 21 percent were reported to be distracted. Thirteen percent
of pedalcyclist fatality crashes involved a distracted pedalcyclist and 38 percent of statewide
pedalcyclist fatality crashes involved an impaired pedalcyclist. Only 4 percent of pedalcyclists
were either in the roadway improperly and/or improperly crossing the roadway when they were
struck by a motor vehicle and killed.
5.10 Non-Motorized Services
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Existing data gaps prevent comprehensive assessment of trends related to pedalcyclists outside
of bicyclists. In addition, it is suspected that the gradual increase in bicyclist fatalities since 2008
is linked to increased exposure; however, WTSC lacks a credible estimate of bicycling
exposure.
A 2017 statewide analysis of bicyclist and motor vehicle collisions along Washington's main
streets and highways found that neighborhoods with above average poverty and residency rates
of racial/ethnic minority populations have a higher probability of crashes due to lower vehicle
ownership, higher rates of exposure and lack of infrastructure investment, including bike lanes,
traffic calming installations, and crosswalks.
Data gaps pose a challenge to conducting an accurate assessment of the income, poverty, or
housing status of bicyclists killed in motor vehicle crashes, but generally, active transportation
user fatalities take place at a higher rate in low-income census tracts with less sidewalks, bike
lanes, marked crosswalks, safe design.
State-level data collection relies on law enforcement collection and reports for information
related to bicyclist near-misses, injuries, and fatalities. According to the principles of community
policing, members of communities where trust of law enforcement is tenuous may be less likely
to report crimes, such as hit and run. Relating to low-income and minority populations, it is
possible that data gaps exist in neighborhoods and communities where members are
statistically less likely to view law enforcement as credible, safe, or accessible.
Focus Populations
Drivers of all Ages: Densely populated counties and cities along I-5, or “hot spots,” where
statewide data show higher than average rates of pedestrian and pedalcyclist serious and fatal
injuries.
Those who travel in locations where populations that experience a disproportionately high
impact of serious and fatal injury as active transportation users live, work, attend school, and
travel (65+, disability populations, BIPOC, and Low Socio-Economic Status).
Transportation System Stakeholders and Users Who Walk, Bike or Roll: Youth – Pre-K
through 18, Adults – 18+, local government, schools, community resource providers,
underserved community organizations/leaders, disability and multi-lingual populations, law
enforcement.
Marginalized Populations: Crashes resulting in pedestrian and pedalcyclist fatal and serious
injury crashes disproportionately impact Black Indigenous People of Color (BIPOC), low
socioeconomic status, multilingual and disability populations (referred to as “marginalized
populations” in this document). The goal of reaching these communities and developing
partnerships is to empower them to make their communities safer and to work together to fill
data gaps.
Upstream Influencers: Lawmakers and legislative staff, Governor’s Office, House
Transportation Committee.
5.10 Non-Motorized Services
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Associated Performance Measures: C-10, C-11
Assessment of Washington’s Progress in Achieving Performance
Targets
C-10: The 2023 target included in the FFY 2023 HSP for pedestrian fatalities was 110.2 (2019-
2023 rolling average value). This target was set equal to the value of the five-year rolling
average linear trend line based on the data available at the time the target was set (2018 –
preliminary 2021). According to the most recent available data, the FFY 2023 target will not be
met. To reach the 2019-2023 rolling average target of 110.2, the total number of pedestrian
fatalities in 2023 would have to be less than 72. This number has already been exceeded;
therefore, the FFY 2023 target was NOT MET.
C-11: The 2023 target included in the FFY 2023 HSP for bicyclist fatalities was 12.0 (2019-2023
rolling average value). This target was set by predicting bicyclist fatalities in 2022 and 2023
would be 12, then using these predicted values to calculate the five-year rolling average value
based on the data available at the time the target was set (2018 – preliminary 2021). According
to the most recent available data, the FFY 2023 target will not be met. To reach the 2019-2023
rolling average target of 12.0, the total number of bicyclist fatalities in 2023 would have to be
less than 13. This number has already been exceeded; therefore, the FFY 2023 target was NOT
MET.
5.10 Non-Motorized Services
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5.10 Non-Motorized Services
105
Adjustments to Highway Safety Plan for not Meeting Target
The Washington State Legislature created the Cooper Jones Active Transportation Council
(CJATSC) to research problems for walkers, bicyclists, and other rollers and to research and
recommend possible solutions to increase safety. The WTSC provides all staffing for this highly
active and diverse group. The CJATSC prepares annual reports with recommendations for
changes to improve safety for walkers, bicyclists, and other rollers. Those recommendations
include the need for a comprehensive, statewide infrastructure inventory, the need to increase
investments in areas of cities and counties where there have been historically low investments
in safety infrastructure like sidewalks, and the need to increase resources to enact the
numerous needed infrastructure fixes.
Through their work, the CJATSC has identified a wide network of stakeholders interested in
improving safety for walkers, bicyclists, and other rollers. The CJATSC will continue to work
closely with the WSDOT in 2024 to align CJATSC priorities with those of the
WSDOT Active
Transportation Plan and utilize over $300,000 in state funding for grant projects or programs for
bicycle, pedestrian, and non-motorist safety improvement administered by the WTSC. The
CJATSC will submit an updated set of recommendations in its 2023 Annual Report to the
Legislature in January 2024.
5.10 Non-Motorized Services
106
All non-motorized program grants will use a theory of change model to intentionally guide
countermeasure activities and goals to maximize the probability of success. All projects will be
guided by a logic model based on the theory of change and most projects funded in 2023 will
continue into 2024, allowing the program manager to use built in outcome measures to evaluate
project success over time. The program manager convened grant recipients biannually in 2023
to form a learning community, where grantees shared lessons learned and best practices. This
practice will continue in 2024, with the possibility of additional subgroup meetings or expansion
of the current meeting format.
FFY 2023 Countermeasures and Planned Activities
Planned Activity: Community-Based Walker and Roller Safety
Education and Enforcement Projects
Fed Project #
FHX23-07
Project Title
Yakama Nation Bicycle and
Walker Safety Program
Program Manager
Jessie Knudsen
Sub-Recipient
Confederated
Tribes and Bands
of the Yakama
Nation
Description: The intent of this project was to allow coordination of efforts to build a
walking/bicycling trail to get people off the shoulders of Highway 97 as well as train for
development and implementation of public outreach campaigns and enforcement to help
drivers change their behaviors toward walkers and bicyclists.
Results: WTSC chose to withdraw this project because as of January 23, 2023, the agency
had not heard back from the grantee regarding revisions to the scope that had been
proposed to them mid-October of 2022. Agency staff had requested revisions during a
meeting on October 20, 2022. Because it was four months into the grant year, and we had
not heard back from the grantee, it appeared unlikely that the project would move forward.
This decision was also made with the understanding that if the grantee was interested in
pursuing the project, it would be restarted with a fresh scope of work. This project had been
awarded several years ago and has been on hold (according to the information shared with
the Program Manager, Jessie Knudsen) due to issues with the grantee's staff capacity.
Countermeasure
Community-Based
Leadership to
Increase Walker
and Roller Safety
Fund Source
405h
Amount
Approved
$50,000
Amount Expended
$0
5.10 Non-Motorized Services
107
Fed Project #
FHX23-01
Project Title
Asotin County - Let's Walk
Safely
Program Manager
Jessie Knudsen
Sub-Recipient
Asotin County
Community
Services
Description: This project was intended to address the problem of safety for
pedestrians/walkers and rollers sharing roadways in a highly congested traffic corridor in the
city of Clarkston. This was the second year of this project to increase community awareness
and knowledge of the walker-roller laws through a coordinated educational public awareness
campaign. The project brought together project partners, the media, and a communications
consultant to develop and implement cohesive and localized messaging to make drivers
aware of the challenges faced by walkers and/or rollers and for walkers. Messages were also
developed for walkers and rollers regarding best safety practices for crossing roadways. An
amendment was requested and approved to increase the grant amount.
Results: This project reflected a significant increase in awareness about pedestrian safety,
a greater sense of safety when crossing the street in a marked crosswalk with or without a
signal. Stopping for pedestrians also increased over the course of the campaign. In terms of
the two identified crossings of concern, Bridge and Diagonal, crossing at Bridge, the very
safe/safe response is less than originally evaluated in spring 2022, but comparable to that in
fall of 2022. For crossing at Diagonal, the sense of safety was greater than fall of 2022 but
lower than spring of 2022. Overall, the sense of safety at signaled or unsignaled crossings
improved and the increase in people stopping for pedestrians at crossings is important.
Countermeasure
Community-Based
Leadership to
Increase Walker
and Roller Safety
Fund Source
405h
Amount
Approved
$126,027
Amount Expended
$125,242
Fed Project #
FHX23-03
Project Title
Longview Pedestrian/Cyclist
Safety Program
Program Manager
Jessie Knudsen
Sub-Recipient
Longview Police
Department
Description: This project was intended to fund the Longview PD to implement a prevention-
focused approach to pedestrian/cyclist safety utilizing education and outreach, enforcement,
and a media campaign. Longview PD wanted to create a police bike patrol in order to
increase safety for walkers and rollers, increase driver beliefs around bike and pedestrian
safety, increase the awareness of laws related to walker and roller safety, increase driver
expectation that law enforcement is enforcing laws related to walker and roller safety, and
decrease the likelihood of walker and roller serious injury or death.
Results: The project had mixed results. They report that seven officers received training,
they conducted non-enforcement bike patrols in July and August and made several hundred
contacts, facilitated 415 children attending a Safety City event in the third quarter, made 702
community contacts, sponsored four events, and made 21 presentations on bike/ped safety.
The project saw very little activity until the third quarter and there was inconsistent and
incomplete reporting. The Longview PD submitted 34 officer activity logs, but no digital
activity logs were submitted by their officers through the WEMS portal because patrols were
focused on making educational contacts and enforcement was not emphasized though a few
5.10 Non-Motorized Services
108
arrests were made. Twenty-three of the 500 targeted rack cards were distributed, and three
of the 20 targeted social media posts were made. Based on their final report, the agency
achieved 6 of 16 targets, or about 38 percent. The agency reports that the funding has
helped them build a foundation for a bike patrol that they will continue in the future. They
report the training this project afforded their officers has helped them be more effective in
enforcing bicycle and pedestrian laws and made them better safety ambassadors in their
community with these populations. They also report that the program has strengthened
relationships among officers, citizens, and students.
Countermeasure
Community-
Based Leadership
to Increase
Walker and Roller
Safety
Fund Source
405h
Amount
Approved
$63,237
Amount Expended
$63,237
Fed Project #
FHX23-04
Project Title
Renton Safer Access to
Neighborhood Destinations
(SAND)
Program Manager
Tony Bledsoe
Sub-Recipient
City of Renton
Description: The Safer Access to Neighborhood Destination (SAND) project was intended
to increase Renton community member adherence to and understanding of walker and
roller-related traffic safety laws and safe community walking, riding, and driving behaviors
through education and engagement. The project identified two of Renton’s most diverse and
low-income neighborhoods as focus areas – Benson/Cascade and Skyway/West Hill. Both
had a higher-than-average percentage of residents living at or below the poverty level, cost
burdened households, disabled seniors, and households without a vehicle. The schools in
these communities have the highest rates of low-income students in the city.
Results: Forty-one students attended the SAND Academy. One hundred percent of
students who attended responded that they learned something new and useful from the
academy. The public outreach effort conducted for this academy involved a multi-pronged
approach. The project team created a website, registration page, posters (physical and
virtual), e-newsletters, and a social media campaign. The project team worked with the city
of Renton’s communication services to promote the SAND Academy on the city website,
social media platforms, and newsletters. Additionally, the project team developed an
interactive mapping tool where the public provided 12 comments regarding bike facilities and
infrastructure, four comments mentioning improvement of pedestrian facilities (including
sidewalks and trails), and eight comments on traffic issues such as speeding.
State funding was used for this project in FFY 2023 and no federal funds were expended.
Countermeasure
Community-Based
Leadership to
Increase Walker
and Roller Safety
Fund Source
405h
Amount
Approved
$112,700
Amount Expended
$0
5.10 Non-Motorized Services
109
Fed Project #
FHX23-05
Project Title
Slow and Safe Seattle:
Education That Saves Lives
Program Manager
Jessie Knudsen
Sub-Recipient
City of Seattle
Description: The purpose of this project was to increase public awareness of the necessity
to travel at the posted speed limit or below and yield to walkers both citywide and BIPOC
communities primarily in southeast and far north Seattle. The project used two strategies:
Using positive community norms messaging to increase awareness of the benefits of lower
speed limits and using positive community norms messaging to increase awareness that
every intersection is a legal pedestrian crossing.
Results: This was the second year of the project. The grantee used an innovative marketing
campaign called "Slow the Flock Down!" It used a wide range of distribution channels for
campaign assets including billboards, ads on buses, social media ads, radio spots, yard
signs, ads in online newspapers, and magazines. They estimate that the total number of
impressions for the two years exceeded 50 million. While the grantee exceeded the goal for
campaign reach, they were not able to capture a measurable benefit using the
before/during/after survey. They were able to work with a BIPOC organization in year two to
learn about safety issues and work toward engineering solutions. See project file in WEMS
for detailed reports from the project manager.
Countermeasure
Community-Based
Leadership to
Increase Walker
and Roller Safety
Fund Source
405h
Amount
Approved
$120,000
Amount Expended
$64,207
Fed Project #
PS23-03
FHX23-06
Project Title
Thurston County Mobile
Traffic Garden
Program Manager
Jessie Knudsen
Sub-Recipient
Child Care Action
Council
Description: The project was intended to help the Child Care Action Council’s Safe Kids
Thurston County program create a new pedestrian and bicycle education program for Pre-K
elementary school students in Thurston County. The project was to be conducted in
partnership with Intercity Transit’s Walk N Roll youth education program and Thurston
County Target Zero. The project was to use temporary pop-up traffic gardens to provide a
child size version of the public street networks children encounter while biking or walking.
Each traffic garden provided children with a safe and fun environment to learn and practice
pedestrian safety skills in the absence of motored vehicles. Pop-up traffic gardens teach
students the rules of the road and to respect all road users as they learn how to navigate
street networks and watch for others doing the same. An amendment was requested and
approved to increase the grant amount from 402 funds.
Results: The grantee was successful in creating a mobile traffic garden. A civil engineer
consultant was procured designed and constructed all the necessary components for both
an indoor and outdoor traffic garden. A trailer to store and transport the traffic garden was
purchased (leveraging funding from two other grants) and a graphic designer designed the
logo, trailer wrap, and other materials for this program. Lastly, a curriculum was created for
use at indoor and outdoor events of the traffic garden.
5.10 Non-Motorized Services
110
One indoor program (all day during P.E. classes) and four outdoor units were conducted,
along with using the outdoor traffic garden during a community event.
Countermeasure
Community-Based
Leadership to
Increase Walker
and Roller Safety
Fund Source
402
405h
Amount
Approved
$15,416
$42,674
Amount Expended
$8,899
$23,210
Fed Project #
FHX23-09
Project Title
Tacoma Driver Awareness
Campaign
Program Manager
Jessie Knudsen
Sub-Recipient
City of Tacoma
Description: The purpose of this project was to fund the city of Tacoma to reduce the
number of serious injuries and deaths of walkers and rollers, specifically among residents in
low opportunity areas in Tacoma, where residents are most likely to rely on public
transportation, walking, scooting, or bicycling as primary methods of travel. The project was
intended to use a multi-faceted approach, focusing on young people and their parents, as
well as drivers, through public education efforts designed to teach each group about the
laws related to Washington State pedestrian, bicyclist, and driver safety.
Results: The Safe Routes to School walker, roller, and driver safety project achieved a
number of objectives:
• 22 Walk and Roll to School days with morning events and two bike to school lunch-
time events, focusing on high priority schools.
• Four bike rodeos teaching 290 youth how to safely use a bicycle and understand the
rules of the road.
• Four traffic garden pop-up events with 219 youth and numerous parents, where both
learned about traffic signs and crossing laws.
• Five "kidical" mass rides with 91 youth and 166 of their adults, where families biked
together to enjoy Tacoma streets and learn how to get around by bike safely.
• Five hundred and forty youth helmets properly fit, educating children and their
parents on proper fit for safety.
• Driver Safety Campaign yard signs were distributed to families at all events.
• Additionally, 36 elementary schools received Walking Route Map materials with
safety tips and promotions, communicating to families about safe walking, rolling, and
driving tips.
• The program piloted walking school bus routes, integrating the punch card pilot to
encourage students to join and walk together.
The project was also able to take advantage of a major positive event. The Tacoma City
Council voted in August 2022 to lower the default residential (non-arterial) speed limit from
25 mph to 20 mph, and the arterial speed limit in four neighborhood business districts from
30 mph to 25 mph. The new speed limits went into effect January 1, 2023. Project managers
leveraged and supported this important policy shift by creating a driver speed reduction
campaign to encourage compliance with the law and grow positive norms around driving the
5.10 Non-Motorized Services
111
speed limit. The campaign consisted of messages on five billboards for two months which is
estimated to have generated approximately two million impressions (approximately 267,370
weekly for eight weeks). This approach appears to have contributed to positive outcomes.
An initial speed study found 19 of the 25 locations studied had a reduction in the 85th
percentile for speed. Additionally, there was a significant reduction in the number of high-end
speeders (speeders going 35 mph or more.) Pre-speed limit reduction there were 317
drivers exceeding the speed limit by 10 mph or more on residential streets. Post-speed limit
reduction there were only 130 drivers exceeding 35 mph or more on residential streets.
Countermeasure
Community-Based
Leadership to
Increase Walker
and Roller Safety
Fund Source
405h
Amount
Approved
$100,000
Amount Expended
$94,809
Fed Project #
FHX23-10
Project Title
Kent Pacific Highway (SR
99) South Walker and Roller
Safety Program
Program Manager
Jessie Knudsen
Sub-Recipient
City of Kent
Description: The purpose of this project was to reduce the number of serious injuries and
fatalities of walkers and rollers on Pacific Highway South in King County Washington that
runs through King County from Federal Way to Tukwila, between mile posts 6.15 and 24.17.
Results: The project accomplished the strategies identified in the scope of work. They
conducted pre and post enforcement observational surveys along Pacific Highway South
which continued to provide some important driver and vulnerable road user practices that
are essential to better understand what exactly is causing the dangerous environment for
walkers and rollers along this stretch of roadway. Project managers have an excellent
partnership with the traffic engineers in the cities that span Pacific Highway South (Federal
Way north to Tukwila) which helped them identify all that is needed for the safety signage
that was purchased as part of this grant. They worked with C+C, the marketing firm, on a
robust education and outreach campaign which included ads on King County Metro buses
and billboard advertisements with the same message we used last year - "Thanks for
sharing the road - We look out for each other here." See below for a summary of
enforcement activity.
Hours
23
DUI Arrests
0
Total Contacts
40
Speeding Citations
6
Total Citations
13
Seat Belt Citations
0
Total Warnings
27
Cell Phone Use Citations
6
Countermeasure
Community-Based
Leadership to
Increase Walker
and Roller Safety
Fund Source
405h
Amount
Approved
$101,000
Amount Expended
$102,385
5.10 Non-Motorized Services
112
Fed Project #
FHX23-02
Project Title
Bellingham Protecting
Mobility For All
Program Manager
Jessie Knudsen
Sub-Recipient
Bellingham Police
Department
Description: This project was intended to provide funding to the Bellingham Police
Department (PD) to help them address a consistent problem of pedestrian and cyclist
serious injury and fatality crashes that have occurred in the city over the last seven years.
The project was intended to provide training to Bellingham PD officers and fund overtime
HVE events focused on bringing attention to and increasing the safety of pedestrians and
bicyclists within the city of Bellingham. Lastly, the project was intended to fund a proactive
safety campaign focused on positive messaging around bicyclists and pedestrians.
Results: Due to staffing issues, the Bellingham PD and the Whatcom County Sheriff’s
Office, were unable to conduct HVE so the stakeholders involved in the project came
together to find an alternative approach to advance pedestrian and bicyclist safety. The
project stakeholders proposed leveraging an existing effort, the city of Bellingham’s “Travel
with Care” traffic safety program, by wrapping traffic control boxes at intersections and
lighted crosswalks in Bellingham with the project’s traffic safety messages while continuing
to carry out the positive traffic safety campaign. The project subsequently wrapped 36 signal
boxes with traffic safety messaging using diverse images depending on location and the
intended audience.
The project also funded the production of a Vulnerable Road User video that focuses on
educating law enforcement and the public on what vulnerable road users are and
highlighting key Washington State laws. This video was distributed to all law enforcement
agencies in Washington via the Washington Association of Sheriffs and Police Chiefs. It also
aired 970 times on the BTV Channel along with four other video PSAs that aired an
additional 2,897 times. Three Radio PSAs were produced that played on the Cascade Radio
Group's four radio stations a total of 363 times.
All media can be viewed on the city of Bellingham - Protecting Mobility for All website:
https://cob.org/project/protecting-mobility-for-all. Lastly, the project manager, Carr Lanham
attended three public events where he handed out Traffic Safety Rack Cards on Distracted
Driving and Speed Awareness:
• April 29, 2023 - YMCA Bicycle Traffic Garden with the Whatcom Council of
Governments
• June 3, 2023 - Kids Safety Fair with Safe Kids Coalition at the Barkley Village Center
• June 2023 - NW Washington Fair in Lynden, Washington
Countermeasure
Community-Based
Leadership to
Increase Walker
and Roller Safety
Fund Source
405h
Amount
Approved
$60,000
Amount Expended
$42,619
5.10 Non-Motorized Services
113
Fed Project #
PS23-04
Project Title
Fife Walk, Run, and Roll
Public Safety
Announcement
Program Manager
Jessie Knudsen
Sub-Recipient
WTSC
Description: The purpose of this project was to fund a bicycle and pedestrian campaign for
the City of Fife residents. The City of Fife spans approximately five square miles. About 70
percent of Fife residents live within a 10-minute walk of a park. Additionally, there is a high
percentage of Fife residents who live in multi-family housing and more than 50 percent of
those residents do not have private green space to play or recreate. The Fife Parks,
Recreation and Aquatics Department (PRA) proposed this program to educate young
people and the community about traffic safety through engaging activities, such as summer
camp activities, traffic gardens, and online content.
Results: Fife PRA made targeted efforts to reach drivers through online and printed
content, as well as interactive signage near parks with messaging about keeping roadways
safe for everyone. The project team connected signage language with the existing “Together
We Get There" Campaign to encourage citizens to make positive choices while traveling.
The project coordinator, Megan Jendrick, oversaw the hiring and training of staff and
coordinated deliverables. Fife Police Department and the Tacoma Fire Department assisted
with components of this project aimed at youth.
Project staff completed the production and distribution of three video PSAs promoting safe
driving, walking, and rolling practices through direct monthly mailers, and magazines mailed
out to every Fife resident and businesses on a monthly basis. PSAs were also run online
and distributed through email blasts to over 100,000 recipients. Educational traffic safety
signage was placed in two parks and traffic safety messaging was delivered at summer
camps where campers heard directly from a police officer regarding safe biking practices.
Participants were also able to try out their skills on an actual bike course that was created.
Additionally, safety booths were used to educate the public at seven community events
which brought in over 12,000 people.
All project goals were accomplished, including establishing temporary Traffic Gardens at
Music in the Park Series (five events), summer camps, and one annual Harvest Festival,
conducting a survey of Fife residents at events regarding interest in a more extensive traffic
garden (to which we heard a resounding "yes"), the installation of 10 permanent signs within
project focus area parks and an excellent turn out at City of Fife children's summer camps
where participants learned the rules of the road from project partners, put their newly-
learned skills to use riding their bikes and demonstrating safe behaviors with reflective
equipment.
Countermeasure
Community-Based
Leadership to
Increase Walker
and Roller Safety
Fund Source
402
Amount
Approved
$41,142
Amount Expended
$40,465
5.10 Non-Motorized Services
114
Fed Project #
PS23-05
Project Title
Lewis and Cowlitz County
Walker Roller
Socioeconomic Standing
(SES) Equity Project
Program Manager
Jessie Knudsen
Sub-Recipient
WTSC
Description: This project was developed to provide funding to support eligible grantees with
existing partnerships in Cowlitz and Lewis Counties with low-income, disability, and BIPOC
communities to design interventions to reduce the incidence of fatal and serious injury
crashes involving people who walk or bicycle in geospatial “hot spots,” where statewide data
showed a disproportionately high number of walker and wheeler fatalities. This project
included a combination of education, community outreach, and enforcement and utilized
various partners to carry out the work.
Results: The Safety City education program saw over 800 elementary school participants.
A school education program was also conducted for third grade classes in three low
socioeconomic status schools. Additionally, a signage program in Castle Rock and monthly
PSAs focusing on pedestrian and cyclist safety in Cowlitz and Lewis Counties was
conducted to educate the Cowlitz and Lewis County public through an educational public
awareness campaign that includes proactive community engagement, positive norms
messaging, and geo-targeted media in data-based “hot spots.” Lastly, High Visibility
crosswalk enforcement patrols were conducted for a total of 60 hours in Lewis County
throughout the month of September 2023.
Countermeasure
Community-Based
Leadership to
Increase Walker
and Roller Safety
Fund Source
402
Amount
Approved
$108,147
Amount Expended
$50,057
5.10 Non-Motorized Services
115
Fed Project #
FHX23-13
Project Title
Region 6 Walker Roller
Equity Project
Program Manager
Jessie Knudsen
Sub-Recipient
WTSC
Description: This was a new project added to the FFY 2023 HPS through the amendment
process. The purpose of the project was to develop and deliver a media campaign to
educate the public about traffic laws regarding pedestrian and pedalcyclists laws and
community norms regarding traffic safety. It created opportunities for first responders to
engage with students and community members to educate them about walker roller laws
relevant to drivers and pedestrians. This will be done through a public awareness campaign
focused on:
• Clark County community members.
• Unhoused residents of Clark County.
Results: State funding was used for this project in FFY 2023 and no federal funds were
expended.
Countermeasure
Community-Based
Leadership to
Increase Walker
and Roller Safety
Fund Source
405h
Amount
Approved
$97,000
Amount Expended
$0
Fed Project #
FHX23-14
Project Title
Spokane Walker Roller SES
Equity Project
Program Manager
Jessie Knudsen
Sub-Recipient
WTSC
Description: This was a new project added to the FFY 2023 HPS through the amendment
process. The purpose of this project was to support the goal of educating members of the
public about the laws related to walker and roller safety through a public education and
outreach campaign about safety for people walking and bicycling in Spokane County.
Funding would leverage the project manager’s knowledge, experience and existing
partnerships with low-income community partners to design interventions that reduce the
incidence of fatal and serious injury crashes involving people who walk or bicycle (walkers
and wheelers) in geospatial “hot spots,” where statewide data shows a disproportionately
high number of walker and wheeler fatalities.
Results: State funding was used for this project in FFY 2023 and no federal funds were
expended.
Countermeasure
Community-Based
Leadership to
Increase Walker
and Roller Safety
Fund Source
405h
Amount
Approved
$110,000
Amount Expended
$0
5.10 Non-Motorized Services
116
Planned Activity: Statewide Walker/Roller PCN Public Education
Campaign
Fed Project #
FHX23-08
Project Title
Together We Get There
Walker & Roller Campaign
Program Manager
Jessie Knudsen
Sub-Recipient
WTSC
Description: The purpose of this internal project was the creation of a new campaign
consistent with the “Together We Get There” brand, focused on pedestrian and bicyclist
safety. The campaign was intended to increase the number of drivers demonstrating safe
and legal driving behaviors to improve pedestrian and bicyclist safety in areas where high
rates of bicyclist and pedestrian fatalities and serious injuries occurred between 2016 and
2021. In addition, PSA messaging was to be designed to promote a humanized approach to
pedestrians and bicyclists targeting the general public, and drivers of all ages, especially
those who travel in densely populated counties and cities, or “hot spots,” where statewide
data shows pedestrian and bicyclist serious injuries and fatalities most commonly occur.
Results: The campaign generated over 61 million impressions through a mix of digital video
and streaming audio, television, radio, transit, and gas topper ads. The majority of these
impressions came from the transit advertising (33,352,840). The campaign leveraged its
budget by 70 percent meaning that though it spent $437,509 it achieved an advertising value
of $744,911. The mix of media tactics allowed the campaign to maximize the amount of
people reached through different channels and mediums. For example, 3,601 television
spots ran on 12 broadcast stations and over 47 cable networks across the state’s TV
markets including Seattle/Tacoma, Spokane, and Yakima/Tri-Cities. This also resulted in
1,870 bonus (no charge) TV spots aired, leveraging the TV budget ($110,000) by 75 percent
($83,121) and resulting in $193,455 in advertising value. Also, 2,246 radio spots ran on 14
stations across the state. (1,123 paid, 1,051 no charge). See the project file for a
comprehensive report from PRR that contains images of media created for the campaign.
Countermeasure
Growing Traffic
Safety Culture
around Walker and
Roller Safety
Fund Source
405h
Amount
Approved
$500,000
Amount Expended
$497,153
Planned Activity: Creation of New Together We Get There Branded
Pedestrian and Bicyclist-Centered PSA
Fed Project #
PS23-02
Project Title
Together We Get There
Walker & Roller Campaign
Program Manager
Jessie Knudsen
Sub-Recipient
WTSC
Description: This project paid for the creation of new content to promote walker and roller
safety using the Together We Get There brand and approach. The new content theme was
"Drive Like a Pro" and was done in a professional sports promotion style.
5.10 Non-Motorized Services
117
Results: The funding paid for the creation of a suite of new assets including (in English) a
TV and digital streaming video, two radio spots, two video shorts, two digital ads, and two
print ads. In Spanish, there were two video ads, two radio spots, two digital ads, and two
print ads - all transcreated. The English and Spanish videos can be viewed here:
Spanish: https://vimeo.com/prr/review/838088451/ddbd6472c2
English: https://vimeo.com/prr/review/834551944/842b43bf3f
Countermeasure
Growing Traffic
Safety Culture
around Walker and
Roller Safety
Fund Source
402
Amount
Approved
$200,000
Amount Expended
$189,936
5.11 Distracted Driving
118
5.11 DISTRACTED DRIVING
Problem Statement
The 2022 WTSC roadside observation survey showed most Washington drivers (90 percent) do
not drive distracted. However, in 2022, 98 traffic fatalities still involved a distracted driver, which
is often an under-reported crash variable. Fatalities involving a distracted driver represented 13
percent of all traffic fatalities in 2022.
Aggregated data from four years of King County survey data about distracted driving behaviors
and attitudes reveal troubling and persistent concerns relating to actual cell phone use
behaviors, attitudes about cell phone use while driving, perception of threat to self by others
using cell phones, and cell phone use intention while driving. Survey respondents indicated that
the only deterrents to using their cell phones while driving were getting a ticket, being involved
in a crash, or using an app that could auto-respond while they are driving and/or block signals.
The 2022 annual WTSC distracted driving observation survey found that King County
experienced an increase from 5.4 percent to 7.8 percent of drivers who were distracted.
A 2019 WTSC statewide survey found that only one-third of those surveyed had distracted
driving policies at their place of employment. Nationally, on average, non-fatal distracted
crashes at work cost employers $100,310 per crash (Network of Employers for Traffic Safety,
2022, Cost of motor vehicle crashes – 2019). Fatal on-the-job distracted driving crashes can
cost employers millions.
A 2021 Omnitracs study of commercial truck drivers found that drivers who were “most
distracted”:
• Were 72 percent more likely to be involved in a “near collision.”
• Were two times more likely to be involved in collisions than those “least distracted
drivers.”
• Experience drifting out of their lanes 2.3 times more compared to non-distracted
drivers.
• Fail to wear a seat belt three times higher than those “least distracted drivers.”
• Were three times more likely to drive 10+ mph over the posted speed limit.
Focus Populations
Small and Medium Employers: Employee distracted driving poses a serious liability risk for
business owners and can have significant financial consequences. Establishing a focused
driving policy and educating employees about the law and distracted driving dangers can
improve safety on the job and at home.
Commercial Drivers: Commercial Drivers most at risk of driving distracted are also likely to fail
to wear their seat belt and are also more likely to speed, increasing the risk for serious injury or
death for themselves and others.
King County Drivers: King County is the highest populated county in the state and has strong
potential for a high number of distracted drivers. Driving distracted was a factor in 24 of 138
King County fatalities in 2021.
5.11 Distracted Driving
119
Associated Performance Measures: APM-1
Assessment of State’s Progress in Achieving Performance Targets
APM-1: The 2023 target included in the FFY 2023 HSP for distracted/inattentive driver-involved
fatalities was 108.7 (2018-2022 rolling average value). This target was set by predicting
distracted/inattentive driver involved fatalities in 2022 and 2023 would be 109, then using these
predicted values to calculate the five-year rolling average value based on the data available at
the time the target was set (2018 – preliminary 2021). According to the most recent available
data, the target remains in progress. To reach the 2019-2023 rolling average target of 108.7, the
total number of distracted/inattentive driver-involved fatalities in 2023 would have to be less than
121. To date there have been 119 distracted/inattentive driver-involved fatalities, therefore this
target remains IN PROGRESS.
5.11 Distracted Driving
120
FFY 2023 Countermeasures and Planned Activities
Planned Activity: Conduct Enforcement
Fed Project #
M1*DD23-01
Project Title
King County Distracted
Driving Prevention
Campaign
Program Manager
Janine Koffel
Sub-Recipient
Kent Police
Department
Description: This project was a distracted driving prevention campaign focused on King
County. It involved the King County Task Force planning HVE patrols in the spring and
summer, an annual survey to measure the success of the project, and an educational
campaign using traditional and social media to inform the public about the dangers of
distracted driving.
Results: The project demonstrated increased motorist perception of risk while driving
distracted and citations for distracted driving increased during the project time period.
This project has been funded for several years and data suggests that there is a decline
in distracted driving as a factor in fatal crashes. Although there were 101 fatal crashes
in 2018 in King County and 149 in 2022 – a 48 percent increase, the percentage of fatal
crashes due to distracted driving has decreased in the past few years. The percentage
of fatal crashes involving distracted driving increased from 2018 to 2019 (17 percent to
23 percent), then steadily declined to 12 percent in 2022. Overall, King County crash
data from 2018 to 2022 show a downward trend in fatal crashes due to distracted
driving. See the law enforcement statistics below for more details on the HVE aspects of
the project.
Countermeasure
Traffic Safety
Enforcement
Fund Source
405b
Amount Approved
$150,000
Amount Expended
$98,845
5.11 Distracted Driving
121
Fed Project #
M1*DD23-02
Project Title
WSP Block – Distracted
Driving
Program Manager
Jerry Noviello
Sub-Recipient
Washington State
Patrol
Description: The WSP Distracted Driving Enforcement project funded overtime for WSP to
participate during the national distracted driving emphasis patrol period. Overtime activities
were often in collaboration with local law enforcement agencies throughout the state.
Results: The following table contains a selection of enforcement accomplishments
resulting from this project.
Hours
695.2
DUI Arrests
5
Total Contacts
1,424
Speeding Citations
298
Total Citations
657
Seat Belt Citations
86
Total Warnings
1,081
Cell Phone Use Citations
273
Countermeasure
Traffic Safety
Enforcement
Fund Source
405b
Amount
Approved
$100,000
Amount Expended
$97,070
Planned Activity: Conduct Enforcement
Fed Project #
PM23-03
Project Title
Distracted Driving Media
Campaign
Program Manager
Erica Stineman
Sub-Recipient
WTSC
Description: This grant provided funding for media support of the distracted driving traffic
safety enforcement program.
Results: The distracted driving campaign included a mix of TV, radio, digital, and social
ads. There were 8,656 spots that ran resulting in 52.6 million impressions. In addition to
English and Spanish ads, the “Together We Get There” radio PSA was translated into
Mandarin, Cantonese, Russian, Vietnamese, Tagalog, Korean, and, Somali and these
ads aired on community-based media radio programs to target audiences who speak
those languages.
Countermeasure
Traffic Safety
Enforcement
Fund Source
402
Amount
Approved
$400,000
Amount Expended
$346,379
5.11 Distracted Driving
122
Planned Activity: Employer Engagement Marketing Plan Support
Fed Project #
M1*CP23-01
Project Title
Execution of Toolkit
Marketing Plan
Program Manager
Janine Koffel
Sub-Recipient
WTSC
Description: This project resulted in the completion of the Distracted Driving Policy
Employer toolkit. The toolkit was added to the https://drivefocusedatwork.com/ website. The
project timeline was to include piloting the materials to give the developer feedback about the
utility of the component, parts, which did not happen due to production delays, specifically
with identifying and developing a means of offering an anonymous survey tool. An
amendment was requested and approved to change the scope and decrease the grant
amount.
Results: The toolkit was successfully completed, and the website was updated to
reflect all new materials and content, including an anonymous survey platform that
provides employees a safe and secure way to report personal attitudes, beliefs, and
behaviors. A workplace summary report is provided to employers to assist in
developing or revising a workplace distracted driving prevention policy.
Countermeasure
Employer
Engagement
Fund Source
405b
Amount
Approved
$5,330
Amount Expended
$6,158
Planned Activity: TREDS Training
Fed Project #
M1*CP23-02
Project Title
TREDS Training
Program Manager
Janine Koffel
Sub-Recipient
WTSC
Description: This project was intended to provide funding for distracted driving training for
commercial vehicle drivers and law enforcement in the state through the Training, Research,
and Education for Driving Safety (TREDS) program from the University of California in San
Diego. On-the-job driving is the focus of these trainings. The trainings are designed to train
trainers to advance these lessons in their individual units or businesses.
Results: This project was not implemented due to the TREDS program staff not having
the time within the 2021 fiscal year to provide the trainings. WTSC spent time on this
project updating the California training materials with Washington State data and the
information was provided to the University.
Countermeasure
Traffic Safety
Enforcement
Fund Source
405b
Amount
Approved
$25,000
Amount Expended
$0
5.11 Distracted Driving
123
Planned Activity: Distracted Driving Symposium/Training
Fed Project #
M1*DD23-03
Project Title
Distracted Driving
Symposium/Training
Program Manager
Janine Koffel
Sub-Recipient
WTSC
Description: The purpose of this project was to provide training and conference
opportunities to distracted driving partners and stakeholders.
Results: This was a carry-over project from a previous program plan that was never
fully developed into a proposal. Due to the pandemic, the decision was made not to
hold the symposium and during the FY2023 there wasn't staffing support available to
develop or execute the plan for one.
Countermeasure
Leadership
Development
Fund Source
405b
Amount
Approved
$30,000
Amount Expended
$0
5.12 Research and Data
124
5.12 RESEARCH AND DATA
Problem Statement
Data and analysis serve as the cornerstone of all traffic safety programming and evaluation
efforts. Traffic safety professionals need access to complete and accurate information. Even
when data or information is available, it must be analyzed or explained to be consumable.
Traffic safety data and information is diverse and complex, spanning multiple data systems and
disciplines, such as crash data and different kinds of hospital data. Measures must be
consistent over time to confidently interpret changes in trends. Research and data partnerships
are vital for tracking and sharing research efforts across different disciplines that intersect with
traffic safety. Providing grantees with the proper tools, resources, and accessories is essential
and supports the ability to collect and analyze survey data. Surveys offer important information
regarding short-term and intermediate-term outcomes of programming efforts focusing on
behavior change and establish the logical link between behavior change programs and ultimate
reductions in traffic fatal and serious injuries.
Focus Population
Traffic safety professionals engaged in targeted program planning and resource allocation is
this program’s focus population. Professionals engaged in research activities across different
disciplines that intersect with traffic safety (engineering, public health, etc.) are partners in
carrying out the work.
FFY 2023 Countermeasures and Planned Activities
Planned Activity: Perform Research and Analysis
Fed Project #
TR23-02
Project Title
RADD Support
Program Manager
Staci Hoff
Sub-Recipient
WTSC
Description: Quality data, research, and evaluation are the foundation for traffic safety
programs. Beyond collecting and storing data, it is vital to ensure that data is accurate and
complete, and in turn is analyzed appropriately to support the identification and
implementation of effective traffic safety strategies, and to ensure the continuous
effectiveness of existing programs. Traffic safety professionals across the state require a
source of quality data and analytical support in order to reach our goal of Target Zero. To
meet this need, the Research and Data Division of the Washington Traffic Safety
Commission was developed with allocated staff and resources. This project ensured
Research and Data Division (RADD) had the needed data and resources to conduct
research and maintain quality data products. Project funds were used to support RADD in
purchasing the necessary software licenses, data products, journal articles, other agency
fees for data services, and other support items needed to conduct research and analysis.
The RADD completed an agreement with Consolidated Technology Services (CTS) to
perform the site sampling protocol for the seat belt observation survey. An amendment was
requested and approved to increase the grant amount.
5.12 Research and Data
125
Results: RADD was able to obtain the software licenses, literature resources, and pay data
fees associated with data access and Washington State Institutional Review Board fees for
our data partners. CTS successfully completed the seat belt survey site selection method
and the new sample was certified by NHTSA in February 2023, and data was collected at
the new sites in June 2023.
Countermeasure
Conduct Research
Using Traffic
Records Data
Fund Source
402
Amount
Approved
$30,000
Amount Expended
$27,838
Fed Project #
TR23-03
Project Title
Research Grant Program
Program Manager
Staci Hoff
Sub-Recipient
WTSC
Description: The research program seeks to fund state agency and university research
partners for conducting research and analysis. These activities will provide traffic safety
professionals with the information needed to make informed programming decisions and
evaluate the effectiveness of those efforts. Amendments were requested and approved to
increase the grant amount.
Results: In FFY 2023, five research grants were awarded, one to the Department of Health
(DOH) partnering with the Northwest Portland Area Indian Health Board (NPAIHB) to
improve and analyze Native American race coding in the emergency department data. This
project concluded and the results have been published and will be presented to the Traffic
Records Governance Council. Two projects were funded with the University of Washington
(UW) and two with Washington State University (WSU). UW is conducting research projects
related to (1) eScooter injuries and (2) high-risk multi-collision involved drivers. Both
projects are continuing in FFY 2024. WSU is conducting research projects related to (1)
Washington's DRE program and (2) evaluating the Yakima County DUI court. Both projects
are continuing in FFY 2024.
Countermeasure
Conduct Research
Using Traffic
Records Data
Fund Source
402
Amount
Approved
$587,353
Amount Expended
$465,085
5.12 Research and Data
126
Planned Activity: Collect and Analyze Survey Data
Fed Project #
TR23-04
Project Title
Observational Surveys
Program Manager
Staci Hoff
Sub-Recipient
WTSC
Description: Almeida Consulting and Training (ACT) is the WTSC contractor for performing
observation surveys. ACT performs the annual seat belt observation survey used for 405b
funding determinations. In addition, ACT conducts an annual distracted driver observation
survey and other observation surveys as needed. Amendments were requested and
approved to increase the grant amount.
Results: ACT conducted the seat belt and distracted driver survey in June 2023 at the new
five-year sites sample approved by NHTSA in February 2023. The data has been received
and is being analyzed by WTSC. In addition, we conducted a speeding in school zone
observation survey at over 130 schools who opted into the survey. ACT worked with the
King County task force to perform pre- and post- non-motorist/driver observation surveys on
Pacific Highway surrounding a public education and enforcement campaign focusing on
non-motorist safety. And finally, ACT conducted a child passenger observation/intercept
survey at eight retail locations. This project recently concluded, and the data is being
reviewed and analyzed.
Countermeasure
Conduct Research
Using Traffic
Records Data
Fund Source
402
Amount
Approved
$312,420
Amount Expended
$274,218
Fed Project #
M1*TR23-01
Project Title
Statewide Traffic Safety
Survey
Program Manager
Staci Hoff
Sub-Recipient
WTSC
Description: This project is the data collection vehicle for understanding traffic safety
behaviors and evaluating behavioral program efforts by conducting an annual statewide
survey. These funds are disbursed through a vendor contract with Market Decisions, LLC,
the successful vendor identified through a WTSC procurement. An amendment was
requested and approved to increase the grant amount.
Results: FFY 2023 was the first year of data collection. The vendor successfully developed
the online and paper survey data collection instruments, deployed an address-based
sampling method combined with online sampling, and provided ready-to-deploy statewide
and target zero manager region infographics, data compendiums, technical documentation,
and raw weighted and unweighted data files for further analysis. In year one of the survey,
we collected responses from 10,964 Washingtonians representing responses from all 39
Washington counties and over 350 responses for each target zero manager region. The
infographics and data compendiums have already been distributed via the WTSC website,
and we are currently working on loading the year one results into interactive dashboards.
Countermeasure
Conduct Research
Using Traffic
Records Data
Fund Source
405b
Amount
Approved
$303,977
Amount Expended
$277,604
5.13 Traffic Records
127
5.13 TRAFFIC RECORDS
Problem Statement
The traffic records program brings together core traffic records systems partners. It provides
grants for improving timely, accurate, complete, uniform, integrated, and accessible traffic
records for the crash, driver, vehicle, roadway, injury surveillance, and citation and adjudication
data systems. Potential barriers to the success of the traffic records program include:
• Archaic systems can hinder the success of the traffic records program. Traffic records
systems are comprised of the software, processes, equipment, and staff that create,
manage, and analyze traffic records data. Over time, technology improves, systems
become outmoded, and databases degrade.
• Irrelevant, incorrect, or incomplete data can hinder the success of the traffic records
program. WTSC programs allocate funds based on data generated by traffic records
systems. Without a cohesive, robust traffic records program, data-driven funding
decisions cannot be made.
• An ineffectual Traffic Records Governance Council (TRGC) can hinder the success of
the traffic records program. The TRGC is comprised of stakeholders and partner
agencies that represent the core safety databases of the crash, driver, vehicle, roadway,
injury surveillance, and citation and adjudication. Without an actively engaged TRGC,
proper deployment of knowledge and resources cannot effectively occur.
Focus Populations
In the context of the traffic records program, the focus populations are the agencies and
organizations that contribute to, own, maintain, and manage the six core systems that make up
Washington’s traffic data ecosystem:
• Department of Licensing
o Driver data
o Vehicle data
• Washington State Department of Transportation
o Crash data
o Roadway data
• County Road Administration Board
o Roadway data
• Washington State Patrol/Washington Association of Police Chiefs and Sheriffs
o Citation data
o Crash data
• Department of Health
o Emergency management systems data
o Hospital data
o Trauma registry
o Emergency room data
• Administrative Office of the Courts
o Adjudication data
• Office of Financial Management
5.13 Traffic Records
128
o Traffic Records Integration Program
• Washington Technology Solutions
o Justice Information Network Data Exchange
Associated Performance Measures: TR-1
The Washington Emergency Management Services Information System (WEMSIS), is the
state's prehospital data repository for electronic patient care records. Electronic prehospital data
collection assists service, county, region, and state efforts to monitor, evaluate, and assess field
experiences, patient care, and the Emergency Management System (EMS) system as a whole.
WEMSIS is a Web-based program. The DOH may provide access to an EMS/fire service
account to begin collecting data electronically. Other services using an agency’s own National
Emergency Medical Services Information System (NEMSIS) Gold-compliant vendor laterally
submit data to WEMSIS. Currently, WEMSIS participation is not required therefore the Traffic
Records Governance Council relies on DOH to track and report on overall EMS reporting. The
TR-1 measure tracks the estimated total EMS response volume captured in WEMSIS.
Assessment of State’s Progress in Achieving Performance Targets
As of April 2023, DOH estimates that approximately 92 percent of statewide EMS volume are
now being reported to the WEMSIS. There has been no change since last year when there was
a 1 percent increase. Efforts continue to encourage consistent and ongoing reporting of EMS
agencies already signed up to report and onboarding additional EMS service providers. A
monthly update of this measure is provided at
https://doh.wa.gov/public-health-healthcare-
providers/emergency-medical-services-ems-systems/wemsis-ems-data-registry/data-and-
reports.
5.13 Traffic Records
129
FFY 2023 Countermeasures and Planned Activities
Planned Activity: Improve the Data Attributes of Core Traffic Records
Systems
Fed Project #
M3DA23-01
Project Title
AOC – DOL Data Exchange
Enhancement
Program Manager
Peter Corier
Sub-Recipient
Administrative
Office of the
Courts
Description: The purpose of this project was for the Administrative Office of the Courts
(AOC) to collect, integrate, and exchange required data elements related to traffic citations
to the DOL, which would significantly improve efficiency for the superior and limited
jurisdiction courts while promoting data completeness, timeliness and accuracy for records
transmitted to DOL on impaired driving cases. An amendment was requested and approved
to increase the grant amount.
Results: Staffing and recruitment issues have plagued this project. So much so that AOC
was unable to complete any milestones during this fiscal year. As part of a multi-year
project, AOC has received permission from the TRGC to move the entire scope of the
project back by one year. An amendment is currently underway to adjust the scope of work
and period of performance to reflect these changes.
Countermeasure
Traffic Data
Systems
Improvement
Fund Source
405c
Amount
Approved
$411,016
Amount Expended
$0
Fed Project #
M3DA23-02
Project Title
CRAB GIS-Mo Training
Program Manager
Peter Corier
Sub-Recipient
County Road
Admin. Board
Description: The County Road Administration Board (CRAB) utilizes geographic
information system mobility (GIS-Mo) software to collect and manage county road
infrastructure data. CRAB staff and county workers require ongoing training to ensure the
data are being properly logged into GIS-Mo. Without proper training, the data quality will be
adversely affected. This project will facilitate the creation of GIS-Mo training materials,
establish training guidelines for counties, and standardize data inputs into GIS-Mo.
Results: This is a two-year project. The initial milestones and deliverables from FFY 2023
were focused on Request for Proposal creation, vendor selection, and vendor contracting.
None of which were activities the grantee intended seeking reimbursement for. The
business and technical requirements gathering for which the vendor would be used were not
due until the end of FFY 2023. Delays in vendor selection caused the timeline to slip and
push the business and technical requirements gathering from late FFY 2023 into early FFY
2024.
Countermeasure
Traffic Data
Systems
Improvement
Fund Source
405c
Amount
Approved
$100,000
Amount Expended
$0
5.13 Traffic Records
130
Fed Project #
M3DA23-03
Project Title
DOH RHINO
Program Manager
Peter Corier
Sub-Recipient
Department of
Health
Description: Washington established reporting requirements for emergency department
data specified in RCW 43.70.057 for submission to DOH for the Rapid Health Information
Network (RHINO). DOH is heavily engaged in rule-making efforts to implement the new
statutory reporting requirements which include provisions for data sharing. The value of data
use is dependent on data sharing with many stakeholders and having the technical ability
and resources to use the data in a meaningful way. Without meaningful data analysis and
surveillance, we are limited in our understanding of factors contributing to visits and
hospitalizations for traffic injury. During the 2022-2023 grant year, the RHINO team worked
with all 99 emergency departments in the state to keep the production quality data in the
Electronic Surveillance System for the Early Notification of Community-Based Epidemics
(ESSENCE) system despite challenges including Electronic Medical Record (EMR) vendor
migrations, Health Information Exchange transport system overhauls, and cyberattacks that
required massive data backfills. Stronger relationships with our contacts within data-
providing facilities have been forged, and the team’s new EMR project shows promise in
furthering this goal. Two factsheets have been developed and published on the RHINO
public-facing web page. Successful linkages with the Comprehensive Hospital Abstract
Reporting System (CHARS) and WEMSIS programs’ data sets have been completed, and
Driver & Support Assistance (DSA) updates are underway to enable this work to continue.
Results: Over 40 trainings were delivered to a diverse range of audiences, including
individual users, local health jurisdictions, data providers, other state health departments,
and even international partners. A query titled “Center for Disease Control and Prevention
(CDC) Pedestrian Motor Vehicle Traffic Injury v1” was validated in cooperation with the CDC
and is now published in the National Syndromic Surveillance Program (NSSP) Knowledge
Repository. A factsheet template was developed, and two traffic-related injury factsheets
have been published on the RHINO web page. Finally, RHINO data has been incorporated
into the TRIP program’s system in a way that fulfills the needs of TRIP while abiding by the
RHINO program’s statutory limitations.
Countermeasure
Traffic Data
Systems
Improvement
Fund Source
405c
Amount
Approved
$164,620
Amount Expended
$150,388
Fed Project #
M3DA23-04
Project Title
DOH WEMSIS
Program Manager
Peter Corier
Sub-Recipient
Department of
Health
Description: During the grant year the WEMSIS team continued data quality reporting,
stakeholder engagement, and data presentations at the state, regional, and county level. In
the next grant period, the team will present regional motor vehicle accident data in WEMSIS
and widely update WEMSIS stakeholders on data quality efforts.
Results: WTSC funded activities during this fiscal year allowed for wider engagement with
stakeholders and EMS quality improvement staff. Local and regional quality improvement
5.13 Traffic Records
131
committees have included WEMSIS data quality improvement efforts in their strategic plans;
including using data locally to inform public health interventions. WEMSIS data has improved
and is considered a resource throughout the state.
Countermeasure
Traffic Data
Systems
Improvement
Fund Source
405c
Amount
Approved
$342,935
Amount Expended
$188,032
Fed Project #
M3DA23-05
Project Title
DOL Data Catalog
Program Manager
Peter Corier
Sub-Recipient
Department of
Licensing
Description: The Department of Licensing (DOL) Data Stewardship Team desires to
purchase a data catalog to improve the accuracy of vehicle and driver data. Improvement of
data quality will result in enhanced traffic safety research and operations for all those who
rely upon DOL data. Driver and vehicle data are critical elements in the larger ecosystem of
traffic safety data in Washington. Traffic safety researchers at DOL and other state agencies
utilize DOL data to better understand crash trends and identify factors associated with
collisions. Being able to effectively combine data elements with crash datasets from other
agencies (such as WSDOT and WTSC) is essential for being able to fully analyze and
assess traffic safety issues. As of October 2021, DOL has a fully staffed team of Data
Stewards tasked with the goal of bringing DOL data to a governed state. However, the team
is constrained by not having funds to purchase a data catalog and therefore, currently rely
upon numerous less-effective tools to organize and store data. With a data catalog, the team
could continue classifying business data elements, their metadata, and practice more
effective vocabulary management within a platform built specifically for this purpose. Further,
a data catalog would allow DOL to better monitor, assess, and record data quality dimension
metrics and work towards the resolution of issues. As DOL’s data quality improves, so do the
contributions to traffic safety through reporting and open data, benefiting organizations and
individuals of Washington State and beyond.
Results: DOL successfully procured and implemented the Informatica Data Catalog within
budget and on time. DOL Research and Analysis Office determined that there are 11 tables
with high impact Target Zero related (driver and vehicle) data. All 11 tables have been added
to our data catalog and DOL started creating data quality rules and running data quality jobs.
Additionally, DOL added descriptions for the high impact columns/data elements within the
data catalog.
Countermeasure
Traffic Data
Systems
Improvement
Fund Source
405c
Amount
Approved
$106,000
Amount Expended
$89,513
5.13 Traffic Records
132
Fed Project #
M3DA23-06
Project Title
DOL Legal Case
Management Feasibility
Study
Program Manager
Peter Corier
Sub-Recipient
Department of
Licensing
Description: The DOL will contract with a third-party vendor to analyze the Hearings Unit’s
current case management systems and the website interface with litigants. This analysis will
include interviewing internal users and various external stakeholders. Based on the results of
the case system evaluation and interviews, the third-party vendor will produce a Feasibility
and Readiness Study containing recommendations related to establishing performance
measures for the legal case management system and website interface. Ideally, after the
delivery of the Feasibility and Readiness Study, DOL will begin designing, building, testing,
and launching a new legal case management system and website.
Results: The DOL vendor, Treinen, worked with the DOL Hearings and Interviews Unit
to map processes, generate a list of must-have software characteristics, and solicit
potential software vendor information and pricing estimates.
Countermeasure
Traffic Data
Systems
Improvement
Fund Source
405c
Amount
Approved
$200,000
Amount Expended
$79,904
Fed Project #
M3DA23-07
Project Title
OFM – Traffic Records Data
Integration
Program Manager
Peter Corier
Sub-Recipient
Office of Financial
Management
Description: The Office of Financial Management (OFM) manages the state's Traffic
Records Integration Program (TRIP) due to the knowledge, experience, and resources
demonstrated in developing and managing complex integrated state data systems. During
Year four, OFM focused on the TRIP data governance and sharing activities and data
integration activities, including new acquisition and linkage of data extracts from source
agencies which includes AOC, WSDOT, DOL, WSP, and DOH. This year, OFM received
Washington State Institutional Review Board (WSIRB) approval for the TRIP repository
application; hired a new researcher; completed the Strategic Plan; launched a new website
(with new dashboards), drafted a Data Governance Manual, and started a learning series
about the integration of the data.
Results: The TRIP successes within this year:
• Included new acquisition and linkage of data extracts from source agencies which
includes AOC, WSDOT, DOL, WSP, and DOH
• Full integration of the DOH WEMSIS data
• Received WSIRB approval for the TRIP repository application
• Received fully signed, updated, and executed contracts with all data partners
• Hired a new researcher
• Completed the Strategic Plan, data resources, brand new website (with new
dashboards) Data Governance Manual, and started a learning series about the
integration of the data
• Completed new data quality documents
5.13 Traffic Records
133
• Held TRIP meetings
• Supported OFM's first true external research project
• Started the application process to work on the first true internal research project
• Worked with data partners to discuss new data feeds as well as new data to enhance
and update the TRIP repository with more and relevant data
Countermeasure
Traffic Data
Systems
Improvement
Fund Source
405c
Amount
Approved
$267,433
Amount Expended
$235,299
Fed Project #
M3DA23-08
Project Title
WSP SECTOR 24X7
Program Manager
Peter Corier
Sub-Recipient
Washington State
Patrol
Description: The intent of this project was to maintain processes to provide 24x7 coverage
for the Statewide Electronic Collision & Tickets Online Records (SECTOR) application in the
event of a total interruption in service.
Results: The grant funds enabled the WSP to provide 24/7 after-hours support for the
SECTOR application. There were no calls for service outside regular working hours during
this reporting period.
Countermeasure
Traffic Data
Systems
Improvement
Fund Source
405c
Amount
Approved
$16,557
Amount Expended
$15,273
Fed Project #
M3DA23-09
Project Title
WSP Washington Requests
for Electronic Collision
Records Replacement
Program Manager
Peter Corier
Sub-Recipient
Washington State
Patrol
Description: The SECTOR system sought a qualified vendor to provide an application,
technical expertise, and support to replace the existing Collision Diagram tool. The selected
vendor is expected during this ongoing project to provide an application that meets or
exceeds the functionality of the current collision diagramming tool including the use of
existing location templates, integration assistance, a training module, and application
maintenance and support.
Results: This project was completed to replace the aging SmartRoads Collision Diagram
software with a newer application called FARO Zone 2D. FARO Zone 2D was successfully
deployed to the SECTOR Client application.
Countermeasure
Traffic Data
Systems
Improvement
Fund Source
405c
Amount
Approved
$227,970
Amount Expended
$225,566
5.13 Traffic Records
134
Fed Project #
M3DA23-10
Project Title
WSP Washington Requests
for Electronic Collision
Records Replacement
Program Manager
Peter Corier
Sub-Recipient
Washington State
Patrol
Description: The goal of the project is to replace the current aging Washington Requests for
Electronic Collisions Records (WRECR) system with a state-of-the-art records management
system deigned with robust technology and advanced analytical and reporting capabilities.
After unforeseen delays, the Request for Proposals (RFP) and vendor selection process was
successful. During the late part of September continuing through October, detailed contract
negotiations have been ongoing. A finalized contract is expected by mid-November 2023.
Work is set to begin immediately following. The successful vendor has completed two recent
projects for the Criminal Records Division (CRD) and Firearms Background Division and
understands the processes of CRD and WSP and IT structure of WSP which ensures a fast
start on the project. The vendor continues to be confident in their delivery schedule of six
months to complete the project of the WRECR replacement. An amendment was requested
and approved to increase the grant amount.
Results: Delays securing the vendor have pushed the timeline. The project was funded as a
multi-year project scheduled to be fully completed on or before September 30, 2024.
Countermeasure
Traffic Data
Systems
Improvement
Fund Source
405c
Amount
Approved
$323,000
Amount Expended
$63,853
Fed Project #
TR23-05
Project Title
Traffic Records Training
and Coordination
Program Manager
Peter Corier
Sub-Recipient
WTSC
Description: The intent of this project was to provide for training needs and tools for
coordination by the Traffic Records Governance Council (TRGC) and its committees,
including:
1) Attendance at the Traffic Records Forum for TRGC and committee members.
2) Maintenance and improvement of collaboration tools for the TRGC and its committees.
Results: Ten attendees were sent to traffic records-related trainings. One to the
Transportation Research Board annual meeting in Washington DC, and nine to the Traffic
Records Forum in Nashville. Box subscription was successfully remitted.
Countermeasure
Traffic Data Systems
Improvement
Fund Source
402
Amount
Approved
$40,000
Amount Expended
$20,984
5.13 Traffic Records
135
Fed Project #
M3DA23-12
Project Title
WaTech JINDEX
Resourcing
Program Manager
Peter Corier
Sub-Recipient
WaTech
Description: This was a new project added to the FFY 2023 HSP through the amendment
process. The purpose of the project was to recruit, train, and maintain a Justice Information
Network Data Exchange (JINDEX/MS BizTalk Administrator. JINDEX is the interface
between crash and citation data from investigating agencies and crash and citation data
routing to licensing and courts. Therefore, crash, citation, adjudication, and licensing
systems all rely on the JINDEX interface.
Results: A JINDEX/MSBizTalk Administrator was recruited, trained, and is currently being
maintained.
Countermeasure
Traffic Data
Systems
Improvement
Fund Source
405c
Amount
Approved
$67,000
Amount Expended
$50,410
Acronyms List
136
ACRONYM LIST
Acronym
Meaning
3HSP
Triennial Highway Safety Plan
AAA
American Automobile Association
ABATE
American Bikers Aimed Toward Education
ABS
Adress based sampling
ACT
Almeida Consulting and Training
AGA
Annual Grant Application
AIAN
American Indian Alaska Native
AOC
Administrative Office of the Courts
APM
Associated Performance Measures
ARIDE
Advanced Roadside Impaired Driving Enforcement
BAC
Blood Alcohol Content
BIL
Bipartisan Infrastructure Law
BIPOC
Black Indigenous People of Color
BLEA
Business Law Enforcement Alliance
CDC
Centers for Disease Control
CDL
Commercial Driver Licenses
CBO
Community Based Organizations
CEU
Continuing Education Units
CFC
Coded Fatal Crash
CHARS
Comprehensive Hospital Abstract Reporting System
CHSC
Center for Health and Safety Culture
CJATSC
Cooper Jones Active Transportation Council
CJTC
Criminal Justice Training Center
CPS
Child Passenger Safety
CPST
Child Passenger Safety Technician
CRAB
County Road Administration Board
CRD
Criminal Records Division
CRSS
Crash Report Sampling System
CTS
Consolidated Technology Services
DCYF
Department of Child Youth & Family
DOH
Department of Health
DOL
Department of Licensing
DRE
Drug Recognition Expert
DSA
Driver & Support Assistance
DUI
Driving Under the Influence (also referred to as DWI)
EHM
Electric Home Monitoring
EMR
Electronic Medical Record
Acronyms List
137
Acronym
Meaning
EMS
Emergency Medical Services
ESSENCE
Electronic Surveillance System for the Early Notification of Community-
Based Epidemics
FARS
Fatality Analysis Reporting System
FCR
Fatal Case Review
FFY
Federal Fiscal Year
FHWA
Federal Highway Administration
GDL
Graduated Driver Licensing
GHSA
Governors Highway Safety Association
GIS-MO
Geographic Information System Mobility
HSP
Highway Safety Plan
HVE
High Visibility Enforcement
JINDEX
Justice Information Network Data Exchange
IDTC
Impaired Driving Training Coordinator
IDTS
Impaired Driving and Traffic Safety
IIP
Ignition Interlock Program
LCB
Liquor and Cannabis Board, Washington
LEL
Law Enforcement Liaison
MDR
Market Decisions Research
MIDU
Mobile Impaired Driving Unit
MRSC
Municipal Research Services Center
MPH
Miles Per Hour
MSU
Montana State University
NEMSIS
National Emergency Medical Services Information System
NHTSA National Highway Traffic Safety Administration
NPAIHB
Northwest Portland Area Indian Health Board
OFM
Office of Financial Management
PCN
Positive Community Norms
PD
Police Department
PRA
Parks, Recreation and Aquatics Department, Fife
PSA
Public Service Announcements
PTSC
Proactive Traffic Safety Culture
RADD
Research and Data Division
RCW
Revised Code of Washington
RFP
Request for Proposals
RHINO
Rapid Health Information Network
SAND
Safer Access to Neighborhood Destination
SCRAM
Secure Continuous Remote Alcohol Monitoring
SECTOR
Statewide Electronic Collision & Ticket Online Records
SES
Socioeconomic Standing
Acronyms List
138
Acronym
Meaning
SFST
Standardized Field Sobriety Test
SHSP
Strategic Highway Safety Plan
SMAC
Speed Management Advisory Cooperative
SMSA
State Motorcycle Safety Association
SOTP
Science of the Positive
SPD
Seattle Police Department
TDS
Teens in the Driver Seat
THC
Tetrahydrocannabinol
TRCC
Traffic Records Coordinating Committee
TREDS
Training, Research and Education for Driving Safety
TRGC
Traffic Records Governance Council
TRIP
Traffic Records Integration Program
TSEP
Traffic Safety Enforcement Program
TSRP
Traffic Safety Resource Prosecutor
TTI
Texas A&M Transportation Institute
TTPO
Tribal Transportation Planning Organization
TWGT
Together We Get There
TZM
Target Zero Manager
TZP
Target Zero Plan
UW
University of Washington
USDOT
U.S. Department of Transportation
UW
University of Washington
VMT
Vehicle Miles Traveled
WAC
Washington Administrative Code
WAPA
Washington Association of Prosecuting Attorney’s Office
WASPC
Washington Association of Sheriffs and Police Chiefs
WEMS
WTSC Grants Management System
WEMSIS
Washington Emergency Medical Services Information System
WRECR
Washington Requests for Electronic Collisions Records
WSDOT
Washington State Department of Transportation
WSIRB
Washington State Institutional Review Board
WSP
Washington State Patrol
WSU
Washington State University
WTSC
Washington Traffic Safety Commission
YDS
You in the Driver’s Seat
Contact Information
139
CONTACT INFORMATION
Washington Traffic Safety Commission
621 8th
Avenue SE, Suite 409
PO Box 40944
Olympia, WA 98504-0944
Phone: 360-725-9860
Fax: 360-586-6489
Web: wtsc.wa.gov
Commissioners
Office of the Director
Jay Inslee
Governor
Shelly Baldwin, Director
Vacant
Association of Washington Cities
Pam Pannkuk, Deputy Director
Umair Shah
Department of Health
Geri Nelson, Administrative Services
Director
Marcus Glasper
Department of Licensing
Debbie Johnson, Finance Director
Sue Birch
Health Care Authority
Tammy Bahr, Fiscal Analyst
Roger Millar
Department of Transportation
Kayla McCown, Office
Assistant
George Steele
Judiciary Member
Chris Reykdal
Superintendent of Public Instruction
Sam Low
Washington State Association of
Counties
Chief John Batiste
Washington State Patrol
Contact Information
140
Program and Services Division
Research and Data Division
Wade Alonzo, Program Director
Staci Hoff, Ph.D., Research Director
Debi Besser, Program Manager
Christina Fremont, Fatal Case Review
Coordinator
Edica Esqueda, Program Manager
Dawn Hernandez, Data Support
Analyst
Janine Koffel, Program Manager
Peter Corier, Traffic Records Program
Manager
Jerry Noviello, Program Manager
Max Roberts, Senior Research
Associate
Jessie Knudsen, Program Manager
Terry Ponton, Fatality Analysis
Reporting System (FARS) Analyst
Mandie Dell, Program Manager
Rainboe Sims-Jones, Crash Report
Sampling System (CRSS) Analyst
Mark Medalen, Program Manager
Information Technology Division
Penny Rarick, Program Manager
Bernie Shah, IT Manager
Tony Bledsoe, Program Manager
External Relations Division
Katherine Waldrop, Program
Specialist
Mark McKechnie, External Relations
Director
Megan Moore, Program Specialist
Erica Stineman, Communications
Manager
<Vacant>, Program Specialist
Julie Otto, Administrative Assistant
