HB 1405
In CommitteeHouse
Complete streets obligations
Reducing the requirements of complete streets obligations for transportation projects.
This status may be delayed. See Action History below for the latest updates.
How does a bill become law?
- Introduced: The bill is filed and assigned a number.
- Committee: A subject-matter committee holds hearings, takes public testimony, and decides whether to advance the bill.
- Floor Vote: The full chamber (House or Senate) debates and votes on the bill.
- Opposite Chamber: The bill repeats the committee and floor vote process in the other chamber.
- Governor: The Governor reviews the bill and decides whether to sign or veto it.
- Signed: The bill has been signed into law.
AI Analysis
This bill clarifies and modifies Washington’s complete streets policy by requiring the Washington State Department of Transportation (WSDOT) to add sidewalks, bike lanes, and accessible crossings to most state highway construction projects over $500,000 that start design after July 1, 2022, while exempting emergency and routine maintenance work. It also adds requirements for speed management and local coordination to improve safety for all users.
- Requires WSDOT to apply 'complete streets' principles to state highway construction projects over $500,000 that begin design on or after July 1, 2022, including sidewalks, bike lanes, and accessible crossings.
- Mandates that WSDOT identify gaps in safe access (e.g., missing sidewalks, unsafe crossings, high-speed roads without buffer zones) and consult with local governments about active transportation and transit connections.
- Requires WSDOT to consider lowering speed limits and redesigning roads in high-risk areas to reduce crash severity, using a 'safe system' approach.
- Exempts emergency repairs (e.g., after natural disasters), routine maintenance, chip sealing, and repaving from full complete streets requirements — though WSDOT may still add such features if appropriate.
- Allows WSDOT to skip adding pedestrian/bike facilities if justified by safety concerns, existing conditions, or unreasonable cost relative to expected use.
Who is affected
- Local governments (cities and counties) — Local governments must consult with WSDOT on active transportation connections and public transit access for state highway projects, and may need to adjust local plans to align with new speed management or facility integration requirements.
- Pedestrians, bicyclists, and transit users — Pedestrians, bicyclists, transit riders, and people with disabilities benefit from improved sidewalk, bike lane, crossing, and accessibility features on state highways, especially in high-risk areas.
- Washington State Department of Transportation (WSDOT) — Must follow new requirements to assess and improve safety and accessibility for non-drivers on state highway projects over $500,000 starting after July 1, 2022, unless exempted.
- Emergency responders and travelers — Emergency responders and travelers benefit from faster reopening of highways after disasters, since emergency repairs are exempt from full complete streets requirements.
Pro/Con Analysis
Potential Benefits (5)
Requiring ADA-accessible sidewalks, bike lanes, and crossings on state highway projects over $500,000 expands mobility and independence for people with disabilities, seniors, and low-income residents who rely on walking, biking, or transit—especially in areas where local governments lack resources to build these facilities.
TransportationPeopleRef: Sec. 1(1)(d)Mandating speed management and redesign in high-risk areas will reduce traffic fatalities and serious injuries, particularly in communities disproportionately affected by high-speed through-traffic; this is a proven public health strategy with strong empirical support.
Public SafetyPeopleRef: Sec. 1(1)(c)Requiring consultation with local jurisdictions on active transportation and transit connections promotes regional coordination and may fill critical gaps in regional networks—benefiting commuters, students, and workers who rely on non-auto modes.
TransportationLean peopleRef: Sec. 1(1)(b)Systematically identifying and addressing gaps in safe access (e.g., missing sidewalks, unsafe crossings) helps prioritize infrastructure investments where they’re most needed, potentially reducing disparities in traffic safety outcomes across communities.
Public SafetyLean peopleRef: Sec. 1(1)(a)The exemption for projects where facilities don’t currently exist 'for justifiable reasons' or where costs are 'unreasonable' provides flexibility to avoid wasteful or unsafe investments—though this may also allow avoidance of equity goals in practice.
TransportationLean peopleRef: Sec. 1(5)
Potential Concerns (5)
Mandating context-sensitive design—including sidewalks, bike lanes, and crossings—on state highway projects over $500,000 will reduce crash risk for pedestrians, bicyclists, and transit users, especially in high-risk areas where speed management and physical separation are added; this aligns with the 'safe system' approach and is supported by traffic safety research showing that complete streets reduce fatalities and serious injuries.
Public SafetyPeopleRef: Sec. 1(1)(d)Requiring speed limit reductions and roadway redesign in high-risk areas will lower crash severity and frequency, particularly in communities where high-speed roads cut through residential or commercial zones; this is a well-documented public health intervention with strong evidence from Vision Zero programs.
Public SafetyPeopleRef: Sec. 1(1)(c)Mandating consultation with local jurisdictions on active transportation and transit connections improves network connectivity and may increase access to jobs, education, and services for non-drivers—including low-income residents, seniors, and people with disabilities—though actual benefit depends on local capacity to implement connections.
TransportationLean peopleRef: Sec. 1(1)(b)Requiring WSDOT to identify gaps in safe access (e.g., missing sidewalks, unsafe crossings, high-speed roads without buffers) creates a systematic framework to prioritize safety improvements in underserved areas, potentially reducing disparities in exposure to traffic danger.
Public SafetyLean peopleRef: Sec. 1(1)(a)Allowing WSDOT to skip facilities where 'justifiable reasons' or 'safety concerns' exist introduces subjectivity that may lead to inconsistent implementation—e.g., rural routes may be deprioritized despite legitimate need—potentially limiting equity gains.
TransportationLean peopleRef: Sec. 1(5)
Who Is Most Affected
Cities and counties gain stronger leverage to require active transportation and transit connections on state highways, but must absorb costs for local matching infrastructure and planning; small rural jurisdictions may lack staff/resources to engage meaningfully.
Pedestrians, bicyclists, transit riders, and people with disabilities benefit most from improved infrastructure and safety features—especially in historically underserved neighborhoods where state highways have cut through communities and created danger.
WSDOT must comply with new design and consultation requirements, increasing planning time and costs on projects over $500,000, but the exemption for maintenance and emergency work limits fiscal burden on routine operations.
Emergency responders and travelers benefit from faster highway reopening after disasters due to the emergency repair exemption; however, long-term safety gains from complete streets may reduce crash-related emergency calls.
Low-income and minority communities—often located near high-speed state highways with poor pedestrian infrastructure—stand to gain significantly from improved safety and mobility, though implementation gaps could limit benefits in rural or politically marginalized areas.