HomeMy WebLinkAboutCOW 2025-01-13 Item 4B - Report - Automated Traffic Safety Cameras Equity AnalysisCOUNCIL AGENDA SYNOPSIS
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1/13/25
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ITEM INFORMATION
ITEM NO.
4.B.
STAFF SPONSOR: ERIC LUND
ORIGINAL AGENDA DATE: 1/13/25
AGENDA ITEM TITLE Speed Camera Equity Analysis
CATEGORY ® Discussion
Mtg Date 1/13/25
Motion
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Resolution
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❑ Ordinance
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❑ Public Hearing ❑ Other
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SPONSOR ❑ Council ❑ Mayor ❑ Admin Svcs ❑ DCD ❑ Finance ❑ Fire ❑ P&R ® Police ❑ PW
SPONSOR'S
SUMMARY
The PD would like to present the equity analysis for the proposed speed safety cameras.
**Information only**.
REVIEWED BY
❑ Trans&Infrastructure Svcs ❑ Community Svcs/Safety ❑ Finance & Governance
❑ LTAC ❑ Arts Comm. ❑ Parks Comm.
DATE: COMMITTEE CHAIR:
LJ Planning & Community Dev.
❑ Planning Comm.
RECOMMENDATIONS:
SPONSOR/ADMIN. N/A
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EXPENDITURE REQUIRED
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AMOUNT BUDGETED APPROPRIATION REQUIRED
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Comments:
1/13/25
MTG. DATE
1/13/25
No action
RECORD OF COUNCIL ACTION
ATTACHMENTS
Informational Memorandum dated 1/7/25
Speed Camera Equity Analysis
RCW 46.63.220
Speed Safety Camera Readiness Guide WA Traffic Safety Commission
11
12
TO:
FROM:
BY:
City of Tukwila
Thomas McLeod, Mayor
INFORMATIONAL MEMORANDUM
City Council
Eric Dreyer, Chief of Police
Eric Lund, Deputy Police Chief
CC: Thomas McLeod
DATE: January 7, 2025
SUBJECT: Speed Camera Equity Analysis
ISSUE
Review the speed safety camera Equity Analysis that was prepared in accordance with Revised
Code of Washington (RCW) Section 46.63.220(3).
BACKGROUND
In September of 2021, a speed camera was installed in the city in the school zone near
Showalter Middle School. In 2022, Washington State enacted Senate Bill 5974 which revised
the law governing the use of Speed Safety Cameras for traffic enforcement. This bill allowed
cameras to be installed near hospitals, parks, and school walking routes. Additionally, the bill
required that cities conduct an equity assessment on the impact of the potential placement of
new cameras prior to their installation.
The 3 proposed locations are:
• 12500 block of 50th Place S (Codiga Park)
• 14200 block of 42nd Ave S (Foster High School)
• 15000 block of 42nd Ave S (Thorndyke Elementary School)
DISCUSSION
The placement and deployment of these cameras are informed by best practices in equitable
traffic management, drawing on national research and local data. These steps help ensure that
the program addresses both safety concerns and social fairness, while improving the overall
quality of life for all Tukwila community members.
Per RCW, "The analysis must show a demonstrated need for cameras based one or more the
following in the vicinity of the proposed locations: Travel by vulnerable road users, evidence of
vehicles speeding, rates of collision, reports showing near collisions, and anticipated or actual
ineffectiveness or infeasibility of other mitigation measures."
The city has focused on placing the cameras in locations with a high potential for accidents or
traffic violations, while considering the demographic diversity of the neighborhoods affected.
This ensures that the benefits, such as safer streets, are fairly distributed across different
communities with potential harms, such as financial burden, are mitigated.
The data on page 9 of the analysis (Table 2a, 2b, and 2c) shows that the total number of
vehicles exceeding the speed limit near the schools by 6MPH or more is more than 50% of the
total vehicles. At the Codiga Park location, vehicles are traveling at 11 MPH or more over the
limit 60%-70% of the time.
13
INFORMATIONAL MEMO
Page 2
Crash data was also analyzed (Annex G). In the last 5 years, the average number of crashes
along 42nd Ave S is 17.2 crashes per year. It is important to note that 42' Ave S is a main route
for students to walk both to Thorndyke Elementary School, Foster High School, and Showalter
Middle School.
In summary, the analysis shows evidence of speeding vehicles at all locations, travel by
vulnerable users (children), and high rate of collisions (42nd Ave S). Several opportunities were
identified to increase equity in the proposed locations (p.11-12).
FINANCIAL IMPACT
There is no additional financial impact to the city, The cost to run the program and the revenue
generated is already in place. No additional staff will be required to administer the program with
the additional cameras installed. Contract #20-087(a) approved by council 8/21/23 has
information on compensation and pricing (Exhibit D).
RECOMMENDATION
Information Only.
ATTACHMENTS
Speed Camera Equity Analysis
RCW 46.63.220
Washington Traffic Safety Commission Speed Safety Camera Readiness Guide
14
https://tukwilawa.sharepoint.com/sites/mayorsoffice/cc/Council Agenda Items/Police/Informational Memorandum 1-7-25.docx
CITY OF
TUKWILA
Speed Safety
Camera Equity
Analysis
Eric Lund, Deputy Police Chief, Tukwila Police Department & Jo Anderson,
Inclusion and Engagement Manager, City of Tukwila
12-16-2024
{ADT4894-6718-8473;1/13175.000001/}
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16
Purpose
This speed safety camera equity analysis report was prepared in accordance Revised Code of
Washington ("RCW") Section 46.63.220(3). The goal of this report is to provide an analysis of equity
considerations of the proposed traffic speed safety camera locations and examine whether there is a
demonstrated need for such cameras. The proposed locations of the speed safety cameras ("SSCs") are
as follows:
• Codiga Park —12500 block 50th Place S. (Public Park Speed Zone)
• Foster High School —14200 block of 42' Ave. S (School Speed Zone)
• Thorndyke Elementary School —15000 block of 42"d Ave. S. (School Speed Zone)
Generally, SSCs have been shown to significantly reduce speed violations and crashes. Further,
compared to traditional traffic enforcement like traffic stops, studies suggest that SSCs may address
various inequities that are inherent in traffic enforcement by (1) reducing pedestrian deaths in car
crashes, especially among Black, Indigenous, and People of Color ("BIPOC") who are more affected by
traffic deaths, and (2) removing social bias, such as racial profiling, by only focusing on vehicles and
license plates.
Thus, at first glance, a speed safety camera program appears to be a more equitable system, as cameras
initiate enforcement action objectively based on vehicle speed. However, camera placement can have a
disproportionate impact on low-income and other historically marginalized communities. Careful
consideration of camera placement is important to avoid unintended consequences.1
Background
In 2019, the City of Tukwila adopted Ordinance No. 2612 authorizing the use of SSCs in school zones.
Currently, the City has one SSC installed near Showalter Middle School, which became operational in
September 2021. The Showalter Middle School SSC is located on S. 144th St in between Showalter
Middle School and Foster High School, adjacent to the football stadium. The school zone's 20 MPH
speed limit is currently enforced solely during school hours.
In 2022, Washington State enacted Senate Bill 5974, which revised the law governing the use of SSCs for
traffic enforcement. The updated legislation broadened the permissible locations for these cameras,
allowing their installation near hospitals, parks, school walking routes, and at intersections with above -
average crash rates. In addition, the law now requires that cities and counties conduct an equity
assessment on the impact of the potential placement of the SSC prior to its installation. This equity
analysis must evaluate how the camera's placement affects the local community's livability, accessibility,
economic wellbeing, educational opportunities, and environmental health. Furthermore, the analysis
must also show a demonstrated need for traffic cameras based on one or more of the following in the
vicinity of the proposed camera location.
1 Washington Traffic Safety Commission Speed Safety Readiness Guide 2023
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Community Engagement
Before starting a SSC program, it's important to engage with the community to provide information
about the new initiative and give them a chance to ask questions.' While the proposed Codiga Park
location is a direct response to resident concerns, the additional school locations were proposed to the
Council based on the effectiveness of the SSC at Showalter Middle School. Community support for
cameras at Foster High School and Thorndyke Elementary School would benefit from engagement with
students, parents, educators, and surrounding residents. Offering transparent information and open
dialogue about SSCs will give people an opportunity to have their questions answered and ideas heard.
For the proposed Codiga Park location, there has been a mix of community engagement and discussion
at Council Meetings with Allentown residents. A community group named Allentown Advocates was
formed after the Allentown Bridge was closed due to a collision. This group has highlighted several
issues, including the problem of speeding vehicles. Members of the police department regularly attend
these meetings. In addition, at the January 3, 2022 Council Meeting, Allentown residents provided public
comment about many traffic related issues, including excessive speed in their neighborhood. The idea of
Park Safety Zone speed cameras was further discussed at Council Committee Meetings in August of
2022.
For the proposed Foster High School and Thorndyke Elementary School locations, Council discussed
placing cameras in these locations at the September 26, 2022 Committee of the Whole meeting. At the
meeting, several clarifying questions were asked by councilmembers, with an emphasis on the
importance of reaching a balance between disproportionately impacting vulnerable communities and
enforcing laws against speeding to ensure public safety. It was noted during this meeting that the
operational speed camera near Showalter was effective. Speed violations were reduced by 59% by the
end of the 2021 school year. During the October 3, 2022 meeting, council voted 6-1 in favor of acquiring
additional school zone cameras.
About the Proposed Locations
The three proposed locations are aligned with RCW 46.63.210, RCW 46.63.220, and TMC Chapter 9.53,
which designates the zones as subject to specified restrictions and penalties and allows installation.
Deploying cameras in such locations are most likely to protect vulnerable road users, such as students
travelling to and from school as well as children, older adults, people on wheels — wheelchairs and
scooters, strollers, bicycles, etc. to and from the park.
Codiga Park - 12500 5Oth PI S
Codiga Park is located in the Allentown neighborhood of Tukwila. This is generally contained within U.S.
Census Tract 263 according to the United State Census Bureau. (ANNEX A)
An estimated 74% of residents in this neighborhood tract are people of color.' They are more likely to
identify as Asian or White, have a higher median household income, and a lower poverty rate as
2 Washington Traffic Safety Commission Speed Safety Readiness Guide 2023
3 American Community Study (ACS) 2022 5-year estimate
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compared to residents in the entire City of Tukwila. The number of residents under the age of 18 is 20%
higher than the rate in Tukwila and those over 65 is a percentage higher than the City. (ANNEX B)
Data pulled from recent speeding infractions issued by Tukwila PD officers in the Allentown
neighborhood show that many non -Tukwila residents use S. 129th PI, 50th PI S., and S. 124th St as a cut -
through to avoid traffic. The zip code 98178 and Seattle was listed as the highest home address for
those that were issued a speeding infraction by officers. The Zip Code 98178 encompasses a large area
of Seattle and has a higher median household income than Allentown ($96,875 vs $83,958)4
Thorndyke Elementary School — 15000 42nd Ave S
The proposed installation of a school zone speed camera near the school walk zone of Thorndyke
Elementary School is in the 15000 block of 42nd Ave S. According to the Washington Office of
Superintendent of Public Instruction (OSPI), there were 375 students enrolled at Thorndyke Elementary
School during the 2023-24 academic year. Approximately 91.5% of the school's student population are
low-income, and students are more likely to identify as Hispanic/Latino and Black/African American.'
The area around Thorndyke Elementary School is generally contained in U.S. Census Tract 282 according
to the United States Census. (ANNEX C). Based on the demographics of this neighborhood the analysis
found that residents within this neighborhood tract are more likely to identify as Hispanic/Latino, Black,
Asian, or White. This area has a lower median household income and a lower poverty rate as compared
to residents of Tukwila. (ANNEX D)
Foster High School —14200 42nd Ave S.
The proposed installation of a school zone speed camera near the school walk zone of Foster High
School is on 42nd Ave S in the 14000 block. According to OSPI, there were 896 students enrolled at Foster
High School during the 2023-24 academic year. Approximately 78.3% of the student population are low-
income, and students are more likely to identify as Hispanic/Latino, Black/African American, and Asian.
This area is generally contained in U.S. Census Tract 272 according to the United States Census. (ANNEX
E). Based on the demographics of this neighborhood the analysis found that residents within this
neighborhood tract are more likely to identify as Hispanic/Latino, Black, Asian, or White. This area has a
lower median household income and has a higher poverty rate as compared to residents in the entire
City of Tukwila. This neighborhood also has a higher percentage of residents under the age of 18
compared to the City of Tukwila and King County. (ANNEX F)
Equity Considerations and Opportunities
Impact on Livability
General Equity Considerations: In many cities, there is a history of underinvestment in transportation
infrastructure in low-income communities and communities of color. Higher income and predominately
white neighborhoods are more likely to have better road engineering that naturally moderates vehicle
speed. Legacy systems that didn't fully consider environmental or community impact, on the other
4 https://censusreporter.org/profiles/14000US53033026300-census-tract-263-king-wa/
https://reportcard.ospi.kl2.wa.us/ReportCard/ViewSchoolOrDistrict/101401
3
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hand, have resulted in highways and other arterial roads with higher speeds running through historically
marginalized communities. In these communities, installing a speed safety camera may further penalize
the residents for the city's lack of investment in road engineering in that neighborhood.'
Opportunities: Speed cameras can enhance livability by reducing traffic speeds and improving road
safety. This can lead to fewer accidents, injuries, and fatalities, making neighborhoods safer for
residents, particularly for pedestrians. Enhanced safety can also contribute to a more pleasant and
peaceful living environment.
Measure the effectiveness and impact of the program. Seek permanent solutions. If the installation of
cameras does not reduce speed violations in the proposed areas, the City should consider other
alternatives, such as traffic calming and road design. "Self -enforcing roadways are a preferred strategy
for reducing vehicle speed."' Revenue from the traffic safety camera program should be invested
towards permanently solving the problem through improved engineering or other long-term solutions.
Estimated Impact of SSC Locations on Livability:
1. Codiga Park Location
A SSC at this location is expected to have a positive impact on livability across all segments of
the community. By promoting safer vehicle speeds in this neighborhood, a SSC at this location
will enable community members to ingress and egress their homes in a safer manner and enjoy
a more peaceful living environment. This is particularly important in the Allentown
neighborhood, which already experiences a larger volume of traffic associated with the nearby
BNSF Intermodal Facility and non -City residents using local streets as a cut -through to avoid
traffic.
2. Thorndyke Elementary School Location
A SSC at this location is expected to have a positive impact on livability across all segments of
the community. By promoting safer vehicle speeds in this neighborhood, a SSC at this location
will enable community members to ingress and egress their homes in a safer manner abd enjoy
a more peaceful living environment.
3. Foster High School Location
A SSC at this location is expected to have a positive impact on livability across all segments of
the community. By promoting safer vehicle speeds in this neighborhood, a SSC at this location
will enable community members to ingress and egress their homes in a safer manner and enjoy
a more peaceful living environment.
Impact on Accessibility
General Equity Considerations: Accessibility is generally understood to be the ability for a person with a
disability to use or understand something with reasonable effort and safety. This means that a person
6 Washington Traffic Safety Commission Speed Safety Readiness Guide 2023
'Washington Traffic Safety Commission Speed Safety Readiness Guide 2023
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with a disability should be able to access the same services, information, and interactions as someone
without a disability.
Opportunities:
Properly placed speed cameras can improve accessibility by ensuring that roads are safer and more
predictable for all users. Again, revenue from the traffic safety camera program should be invested
towards permanently solving the problem through improved engineering or other long-term solutions.
Further, it is important that drivers and pedestrians are aware of the changes. At SSC locations the City
should use plain and clear signage, find ways to communicate with diverse language groups, and ensure
the administration of traffic infractions in accessible ways (e.g., online, mail, readable text, etc.).8
Estimated Impact of SSC Locations on Accessibility:
1. Codiga Park Location
A SSC at this location is expected to have a positive impact on accessibility across all segments of
the community. In the Allentown neighborhood, there are very few sidewalks, which means that
pedestrians including people on wheels — wheelchairs and scooters, strollers, bicycles, etc. must
use the shoulder. To access Codiga Park, pedestrians would most likely need to using a soft
shoulder with vehicular traffic buzzing by. This is especially true in the proposed school zone
locations as 42" Ave S is a highly traveled roadway and many students either walk along it or
cross it to get to their school. The placement of a SCC in this location is expected to increase
accessibility in the surrounding neighborhood.
2. Thorndyke Elementary School Location
A SSC at this location is expected to have a positive impact on accessibility across all segments of
the community, especially families and children. Accessibility is particularly important near
schools, parks, and community centers, where reduced speeds facilitate safer access for
students. For this location in particular, most (if not all) students that attend Thorndyke
Elementary School are younger, and, therefore, the most at -risk to be injured or killed by
vehicles travelling at high rates of speed.
3. Foster High School Location
A SSC at this location is expected to have a positive impact on accessibility across all segments of
the community, especially families and children. Accessibility is particularly important near
schools, parks, and community centers, where reduced speeds facilitate safer access for
students.
Impact on Economics
General Equity Considerations: Speed cameras can have mixed effects on the local economy. On one
hand, reduced traffic accidents can lower healthcare and property damage costs, benefiting local
economies. On the other hand, fines from speed cameras is a financial burden for some.
8 Adapted from the City of Lake Forest Park Traffic Speed Safety Camera Equity Impact Analysis produced by
ECOnorthwest
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It is important to ensure the equitable distribution of both the economic benefits and the burdens of
speed safety cameras in the areas where they are located. Commuters, who are relatively more diverse
and have lower incomes than the residents of the SSC's surrounding neighborhood, may experience a
disproportionate financial burden from SSC placement and speed zone enforcement.'
Opportunities: RCW 46.63.220 adds other traffic camera revenue use restrictions based on a
jurisdiction's population. Jurisdictions with populations of 10,000 or more must spend at least a
proportionate share of their traffic safety camera revenue (excluding program operation costs) on
undertaking the permitted traffic safety activities in census tracts with household incomes in the lowest
quartile (determined by the most currently available census data) and in areas that have injury crash
rates above the jurisdiction's average.
Additionally, RCW 46.63.220(16) and Tukwila Municipal Code Chapter 9.53 sets the penalty for safety
cameras violations at a maximum of $145, and may double for a school speed zone camera. The City has
already adopted the practice of issuing a warning for first violation. While Tukwila Municipal Court has a
history of considering equitable approaches to reducing monetary penalties, beginning June 6th, 2024
the City will also comply with RCW 46.63.220(15), allowing recipients of state public assistance to
request 50% reduced penalties. Jurisdictions may also consider other options and alternatives for low-
income violators not receiving state assistance such as:
• Due date extensions
• Payment plans
• Community service
• Traffic safety education
Estimated Impact of SSC Locations on Economics:
1. Codiga Park Location
A SSC at this location is not expected to have a significant disproportionate impact on lower
income individuals. The majority of the residents that live near this location have a higher
median household income and a lower poverty rate as compared to other residents in the City
of Tukwila. However, historically, most of the speeding infractions issued by the Tukwila Police
Department this neighborhood were actually issued to individuals who live outside of the City.
Most of the individuals cited for speeding listed their zip code as 98178, which encompasses a
large area of the City Seattle and recent data indicates that residents that live in this are have a
higher median household income than those that live near this location ($96,875 vs $83,958).
2. Thorndyke Elementary School Location
A SSC at this location is expected to have a slight disproportionate impact on lower income
individuals. The median household income in this area is lower than the median income for City
of Tukwila resident. But, the poverty rate is also lower than the Citywide rate. This suggests
that the residents that live near this location have less economic power, but not quite in
poverty.
9 City of Lake Forest Park Equity Analysis produced by ECOnorthwest
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3. Foster High School Location
A SSC at this location is expected to have a slight disproportionate impact on lower income
individuals. The median income of residents in this neighborhood is lower than the median
income of all City of Tukwila residents. In addition, this area also has a greater poverty rate
when compared to the City's average poverty rate. However, the difference, while significant, is
not major. According to recent census data, the median household income in this neighborhood
is $9,091 less than the median income of all City residents, and an poverty rate increase of 3.1%.
Homeownership rate is also significantly higher in this neighborhood, which means that
residents in this area are not subject to increasing rents. As a result, the placement of a SCC in
this location may have a disproportionate impact on lower income individuals.
Impact on Educational Opportunities
Equity Consideration: Children's ability to get to school in a safe and timely manner is crucial to their
educational attainment.
Opportunity: By improving road safety, speed cameras can contribute to safer routes for students
traveling to and from schools. This can positively influence school attendance and overall student well-
being, as parents may feel more confident allowing their children to walk or bike to school. 42nd Ave S is
a main north/south route with steady traffic volumes. Children are present before and after school. In
the case of the location near Foster High School, many students will cross 42nd Ave S, but not at a
controlled intersection, on their way to and from school. Reducing speed at this location will reduce
collisions and near misses to pedestrians.
Estimated Impact of SSC Locations on Educational Opportunities:
1. Codiga Park Location
A SSC at this location will not have an direct positive impact on educational opportunities.
Although this location is not near a school or other educational facility, the number of residents,
under the age of 18, in this neighborhood is 20% higher than the rate in Tukwila. Therefore, it is
expected that by enabling more stringent enforcement of speed in this area, the placement of a
SSC in this location will better enable children to ingress and egress to their nearby school in a
safe and timely manner.
2. Thorndyke Elementary School Location
A SSC at this location will have a significant positive impact on educational opportunities. The
proposed location of this SCC will be near the school walk zone of Thorndyke Elementary School
in the 15000 block of 42nd Avenue South. The close proximity of the camera to the school will
help ensure that children are able to attend the school in a safe and timely manner.
3. Foster High School Location
A SSC at this location will have a significant positive impact on educational opportunities. The
proposed location of this SCC will be near the school walk zone of Foster High School is on 42nd
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Ave S in the 14000 block. The close proximity of the camera to the school will help ensure that
children are able to attend the school in a safe and timely manner.
Impact on Environmental Health
General Equity Considerations: Historically, the disproportionate burden of environmental harm is
experienced by marginalized communities.
Opportunity: Speed cameras can indirectly benefit environmental health by promoting smoother traffic
flow and reducing aggressive driving behaviors. This can lead to lower vehicle emissions, as smoother
driving reduces fuel consumption and greenhouse gas emissions. Additionally, safer roads can
encourage more people to walk or bike, further reducing environmental impacts.
Estimated Impact of SSC Locations on Educational Opportunities:
1. Codiga Park Location
An SSC at this location will have a positive impact on environmental health across all segments
of the community. An SSC will promote slower vehicle speeds, thereby reducing the likelihood
of traffic collisions, fuel consumption, and the emission of greenhouse gases.
2. Thorndyke Elementary School Location
A SSC at this location will have a positive impact on environmental health across all segments of
the community, especially families and children. A SSC will promote slower vehicle, thereby
reducing the likelihood of major traffic collisions, fuel consumption, and the emission of
greenhouse gases. This positive effect will greatly benefit students attending the Thorndyke
Elementary School, who are particularly vulnerable to these negative effects on environmental
health due to their age, size, and mobility.
3. Foster High School Location
An SSC at this location will have a positive impact on environmental health across all segments
of the community, especially families and children. A SSC will promote slower vehicle, thereby
reducing the likelihood of major traffic collisions, fuel consumption, and the emission of
greenhouse gases. This positive effect will greatly benefit students attending the nearby Foster
High School, who are particularly vulnerable to these negative effects on environmental health
due to their age, size, and mobility.
Speed Data Analysis
To determine whether there is a demonstrated need for SSCs at the proposed locations, the Police
Department conducted a speed data analysis of the Codiga Park, Thorndyke Elementary School, and
Foster High School locations. This analysis included speed studies and a review of recent speeding
tickets and crashes that occurred in the area. Speed and crash data is particularly important to consider
because "the average risk of severe injury for a pedestrian struck by a vehicle reaches 10% at an impact
speed of 16 mph, 25% at 23 mph, 50% at 31 mph, 75% at 39 mph, and 90% at 46 mph. The average risk
of death for a pedestrian reaches 10% at an impact speed of 23 mph, 25% at 32 mph, 50% at 42 mph,
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75% at 50 mph, and 90% at 58 mph."10 In sum, the results of the analysis showed a high percentage of
vehicles are speeding at dangerous rates in all three proposed locations.
Speed Studies
Speed studies were conducted at the three locations in 2022 using speed measuring devices (Tables 2a — 2c). As
illustrated below, the data shows that every day more than half of the total vehicles were traveling at least 11MPH
more than the posted speed limit.
Table 2a: Codiga Park
Sunday 7/31/22
Monday 8/1/22
Tuesday 8/2/22
Total vehicle count
2134
3021
3189
11+ MPH over the limit
1548
1747
1962
Percent
72%
57%
61%
Table 2b: 15000 42nd Ave S (Thorndyke Elementary School) — School Zone
Wednesday 12/14/22
Thursday 12/15/22
Friday 12/16/22
Total vehicle count
1177
1001
1055
6+ MPH over the limit
607
584
561
Percent
51%
58%
53%
Table 2c: 14200 42nd Ave S (Foster High School) - School Zone*
September 2022 Daily Average
October 2022 Daily Average
Total Vehicle Count
1077
1337
6+MPH over the limit
682
613
Percent
63%
45%
* The data near Foster High School (Table 2c) was conducted with the permanently mounted speed radar signs
that were always turned on. The data in Table 3c is the daily average as opposed to actual count in Table 2a and
2b.
Recent Speeding Ticket Analysis — Allentown
The Police Department also analyzed speeding ticket data for the Allentown neighborhood between
7/15/24 and 9/19/24 (Table 1). Altogether, the Police Department's Traffic Unit issued 79 speeding
infractions during this period. To better understand the impact of a SSC at the Codiga Park location, the
Police Department collected and analyzed the city listed as the home residence of the driver of the
speeding vehicle.
10 Tefft, B.C. (2011). Impact Speed and a Pedestrian's Risk of Severe Injury or Death (Technical Report). Washington,
D.C.: AAA Foundation for Traffic Safety.
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Forty of the 79 speeding drivers, who were issued speeding infractions, listed a Seattle address as their
home (about 50% of the total). Tukwila follows with 15 entries (about 19% of the total). Other cities,
including SeaTac, Burien, Renton, and others, have significantly fewer occurrences, ranging from 1 to 4
entries each.
Table 1: City of Residence of Speeding Violators — Codiga Park Location
Count of Driver City
45
40
35
30
25
20
15
10
5
0
Driver City
■ _ _ ■ _ ■ _ ■
, R.' .4473
e e; 4.2, ,\,§; e .„
cio• �` ¢ g s
Driver City
The data shows that a significant majority of drivers who received speeding infractions during this time -period
reside in Seattle, specifically ZIP code 98178. Out of the total entries, Seattle ZIP codes account for a substantial
portion of the citations. During rush hour on 1-5, it is believed that many motorists use Allentown as a cut -
through to 1-405 to avoid daily freeway congestion. Addressing this issue in Allentown could enhance road
safety and reduce the frequency of speeding infractions in the area.
Crash Data
An analysis of crash data over the past 5 years (2019-2023) near the proposed locations (ANNEX G)
found that 42nd Ave S. has had a high level of crashes between S. 140t" St and Southcenter Blvd. There is
a significant number of students traveling on 42nd Ave S Thorndyke Elementary School and Foster High
School are both near 42nd Ave S. Especially near the high school, many students will cross 42nd Ave S at
places other than the controlled intersection. With the number of crashes all along 42nd Ave S., it is
extremely important to keep vehicle speeds low for the safety of our students. The two locations are
already clearly marked school zones by signage, but, as the speed study shows (page 6), approximately
50% of the vehicles exceed the speed limit by 6MPH or more. The yearly average of collisions along 42nd
Ave S in the past 5 years is 17.2 crashes per year.
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The crash data near Codiga Park is much lower. There have been a total of 17 crashes in the past 5 years
along S. 129th St and S. 124th St. This is an average of 3.4 crashes per year. Although the crash data is
minimal compared to the other locations, the Codiga Park speed data shows that well over 50% (in one
day over 70%) of the vehicles are traveling 11MPH or more over the posted speed limit (page 5 — Table
2a).
Speed Camera Deployment
The following steps are required or encouraged either by Washington State Law or best practices.'
• Signage — The law requires that signs notifying drivers of speed safety cameras be installed at least 30
days prior to activation of the camera.
• Warnings — Cities should consider establishing a period of time after installation (usually 30 days) when
all violators receive a warning. This was the practice after installing the school zone speed camera near
Showalter Middle School in 2021.
• Enforcement tolerance threshold — NHTSA recommends a threshold of up to 11MPH on most roads,
and no less than 6MPH in school zones and other locations with lower speed limits where pedestrians
and children might be present, such as neighborhoods, playgrounds, and parks.12
• Due Process — The agency managing the SSC program has adequate staffing to send out timely notice.
State law requires the infraction be mailed to the registered owner within 14 days of the violation.
City Staffing
If the three proposed locations are approved by council, this will increase the number of infractions and
time needed by court staff to process and adjudicate. Tukwila Municipal Court staff relayed that they
believe that they have the appropriate amount of staff to handle the increase.
Summary
The City of Tukwila is planning to implement new cameras to enhance public safety by reducing
speeding in key areas. To ensure the initiative is equitable, the city has focused on placing the cameras
in locations with a high potential for accidents or traffic violations, while considering the demographic
diversity of the neighborhoods affected. This ensures that the benefits, such as safer streets, are fairly
distributed across different communities while potential harms, such as financial burden, are mitigated.
The placement and deployment of these cameras are informed by best practices in equitable traffic
management, drawing on national research and local data. These steps help ensure that the program
addresses both safety concerns and social fairness, while improving the overall quality of life for all
Tukwila community members.
From the analysis, equity considerations and opportunities were identified in the areas of livability,
accessibility, economics, education, and environmental health. The City will adhere to state
11 Washington Traffic Safety Commission Speed Safety Readiness Guide 2023
12 National Highway Transportation Safety Administration. (2008, March). Speed Enforcement Camera Systems
Operational Guidelines.
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requirements and consider additional opportunities to increase equity and mitigate burden for those
most impacted by disparities. Identified opportunities to increase equity in the proposed locations
include:
• Enhancing livability by reducing traffic speeds and improving road safety. Using revenue from
the program to invest in permanent, long-term solutions.
• Improving accessibility, particularly for people with disabilities, by ensuring that roads are safer
and more predictable, using plain and clear signage, and administering traffic infractions in
accessible ways.
• Addressing impact on economics by using program revenues towards traffic safety activities in
low-income neighborhoods and areas with higher injury crash rates. Also, continuing to use
equitable approaches to reducing monetary penalties.
• Addressing impact on educational opportunities by creating safer routes for students traveling
to and from school. This can positively influence school attendance and overall student
wellbeing.
• Addressing impact on environmental health by promoting smoother traffic flow, reducing
aggressive driving behavior and emissions, and encouraging walking and cycling in areas where
marginalized communities experience environmental harm.
Reporting and continued evaluation are required. Cities and counties using traffic cameras must also
post an annual report on their websites showing the number of traffic crashes that have occurred at
each camera's location, and the number of infraction notices generated from each camera. Starting
January 1, 2026, this required annual report must also indicate the percentage of traffic camera revenue
used to pay the jurisdiction's camera program costs, and how the jurisdiction used any revenue that
exceeded those costs.
The future of Tukwila's traffic safety camera program should benefit all residents equally, enhancing
safety without disproportionately burdening any specific group. To that end, future camera placement
decisions should be informed by an equity analysis, including data and community engagement with
those most impacted by inequities.
12
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ANNEX A
Census Tract 263 - Allentown
The red dot is the approximate proposed location near Codiga Park. 50th PI S and S. 124th St are classified as a
Collector Arterials per TMC 9.18.03013. A collector arterial is a type of roadway designed to gather traffic from
local streets and funnel it to larger, more heavily traveled roads like major arterials or highways. It balances the
function of providing access to local properties (like homes and businesses) with the need to move moderate
volumes of traffic over longer distances. Collector arterials typically handle more traffic than local streets but
13 Tukwila Municipal Code Link
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less than major arterials, serving both residential and commercial areas while connecting neighborhoods to key
routes.
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ANNEX B
Demographic Data from U.S. Census Tract 263 vs City of Tukwila vs King County14
Demographic
Census Tract 263
(Allentown)
City of Tukwila
King County
Race and Ethnicity*
White
26%
29%
56%
Black/African American
12%
17%
6%
American Indian/Alaska Native
7%
1%
0%
Asian
41%
24%
19%
Native Hawaiian/Pacific Islander
1%
3%
1%
Hispanic
12%
22%
10%
Age
Percent Under 18 years old
21%
18%
20%
Percent Over 65 years old
12%
11%
14%
Wealth and Income
Poverty Rate
4%
13.3%
8.5%
Median Household Income
$83,958
$76,331
$116,340
Other Socioeconomic Indicators
Percent of Residents with
Bachelor's or higher
27.3%
25.8%
54.9%
Homeownership Rate
67.0%
42.4%
55.6%
* Margin of error is at least 10 percent of the total value. Take care with these statistics.
14 Source - https://censusreporter.org/profiles/14000US53033026300-census-tract-263-king-wa/
15
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16
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ANNEX C
15000 42nd Ave S — Thorndyke — Census Tract 282'
2.12
The red X's mark the approximate location of the speed cameras. The yellow star is the location of
Thorndyke Elementary School. 42nd Ave S is also classified as a Collector Arterial (TMC 9.18.030)16
Children that walk to Thorndyke Elementary School walk along 42nd Ave S and many must also cross the
road from the west.
15 Source - https://censusreporter.org/profiles/14000US53033028200-census-tract-282-king-wa/
16Tukwila Municipal Code Link
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18
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ANNEX D
Demographic Data from U.S. Census Tract 282 vs City of Tukwila vs King County'
Demographic
Census Tract 282
(Thorndyke)
City of Tukwila
King County
Race and Ethnicity*
White
31%
29%
56%
Black/African American
22%
17%
6%
American Indian/Alaska Native
0%
1%
0%
Asian
18%
24%
19%%
Native Hawaiian/Pacific
Islander
4%
3%
1%
Hispanic
23%
12.5%
5.8%
Age
Percent Under 18 years old
16%
18%
20%
Percent Over 65 years old
18%
11%
14%
Wealth and Income
Poverty Rate
12.6%
13.3%
8.5%
Median Household Income
$68,588
$76,331
$116,340
Other Socioeconomic Indicators
Percent of Residents with
Bachelor's or higher
26.6%
25.8%
54.9%
Homeownership Rate
44%
42%
56%
17 Source - https://censusreporter.org/profiles/14000US53033028200-census-tract-282-king-wa/
* Margin of error is at least 10 percent of the total value. Take care with this statistic.
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20
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ANNEX E
14200 42nd Ave S - US Census Tract 272
271
IL
m
X
The red X's indicate an approximate location for the proposed speed camera locations. The gold star is
the location of Foster High School. This is also located on 42nd Ave S which is classified as a Collector
Arterial Street.
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ANNEX F
Demographic Data from U.S. Census Tract 272 vs City of Tukwila vs King County18
Demographic
Census Tract
272 (Foster)
City of Tukwila
King County
Race and Ethnicity*
White
24%%
29%
56%
Black/African American
17%
17%
6%
American Indian/Alaska
Native*
0%
1%
0%
Asian
21%
24%
19%
Native Hawaiian/Pacific
Islander
5%
3%
1%
Hispanic
24%
22%
10%
Age
Percent Under 18 years old
21%
18%
20%
Percent Over 65 years old
12%
11%
14%
Wealth and Income
Poverty Rate
16.4%
13.3%
8.5%
Median Household Income
$67,240
$76,331
$116,340
Other Socioeconomic Indicators
Percent of Residents with
Bachelor's or higher
22.8%
25.8%
54.9%
Homeownership Rate
49%
42%
56%
Based on the data, residents of this census tract have a lower median household income, higher
employment rate, and higher home ownership rate than the rest of the City of Tukwila.
18 Source - https://censusreporter.org/profiles/14000US53033027200-census-tract-272-king-wa/
* Margin of error is at least 10 percent of the total value. Take care with these statistics.
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ANNEX G
Crash data in Tukwila at proposed locations (2019-2023)19
Red X denotes proposed camera locations
Codiga Park (5 124th ST - 5 129th ST}
Foster High School (Tukwila International Blvd - 46th Ave S)
0
Thorndyke Elementary School (EB from 42nd Ave 5)
Ln
Y C•
2019
2020
2021
2022
2023
Codiga Park (S 124th ST - 5 129th ST)
3
5
7
2
0
Foster (S 144th ST)
7
2
6
2
8
Thorndyke (S 150th ST)
0
1
1
3
2
42nd Ave S (S 140th ST to SC Blvd)
19
10
17
18
22
19 Data compiled by TPD Crime Analyst 10/10/24
FOIh 31
514121
1rdduru
4
v
5139Ih 51
O1h 5.
Cal ho
h SI
45h51
511 rth=
"reen}Qy I3k d
42nd Ave S (S 140th ST to Southcenter Blvd)
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40
RCW 46.63.220 Automated traffic safety cameras —City or county
may authorize use —Local legislative authority analysis —Traffic
ordinances Annual reports —Signage—Images Notice of infraction —
Compensation for equipment —Revenue. (1) Nothing in this section
prohibits a law enforcement officer from issuing a notice of traffic
infraction to a person in control of a vehicle at the time a violation
occurs under RCW 46.63.030(1) (a), (b), or (c).
(2) Any city or county may authorize the use of automated traffic
safety cameras and must adopt an ordinance authorizing such use
through its local legislative authority.
(3) The local legislative authority must prepare an analysis of
the locations within the jurisdiction where automated traffic safety
cameras are proposed to be located before adding traffic safety
cameras to a new location or relocating any existing camera to a new
location within the jurisdiction. The analysis must include equity
considerations including the impact of the camera placement on
livability, accessibility, economics, education, and environmental
health when identifying where to locate an automated traffic safety
camera. The analysis must also show a demonstrated need for traffic
cameras based on one or more of the following in the vicinity of the
proposed camera location: Travel by vulnerable road users, evidence of
vehicles speeding, rates of collision, reports showing near
collisions, and anticipated or actual ineffectiveness or infeasibility
of other mitigation measures.
(4) Automated traffic safety cameras may not be used on an on -
ramp to a limited access facility as defined in RCW 47.52.010.
(5) A city may use automated traffic safety cameras to enforce
traffic ordinances in this section on state highways that are also
classified as city streets under chapter 47.24 RCW. A city government
must notify the department of transportation when it installs an
automated traffic safety camera to enforce traffic ordinances as
authorized in this subsection.
(6)(a) At a minimum, a local ordinance adopted pursuant to this
section must contain the restrictions described in this section and
provisions for public notice and signage. Cities and counties must
also post such restrictions and other automated traffic safety camera
policies on the city's or county's website. Cities and counties using
automated traffic safety cameras before July 24, 2005, are subject to
the restrictions described in this section, but are not required to
adopt an authorizing ordinance.
(b)(i) Cities and counties using automated traffic safety cameras
must post an annual report on the city's or county's website of the
number of traffic crashes that occurred at each location where an
automated traffic safety camera is located, as well as the number of
notices of infraction issued for each camera. Beginning January 1,
2026, the annual report must include the percentage of revenues
received from fines issued from automated traffic safety camera
infractions that were used to pay for the costs of the automated
traffic safety camera program and must describe the uses of revenues
that exceeded the costs of operation and administration of the
automated traffic safety camera program by the city or county.
(ii) The Washington traffic safety commission must provide an
annual report to the transportation committees of the legislature, and
post the report to its website for public access, beginning July 1,
2026, that includes aggregated information on the use of automated
traffic safety cameras in the state that includes an assessment of the
Certified on 7/12/2024 RCW 46.63.220
Page 1
41
impact of their use, information required in city and county annual
reports under (b)(i) of this subsection, and information on the number
of automated traffic safety cameras in use by type and location, with
an analysis of camera placement in the context of area demographics
and household incomes. To the extent practicable, the commission must
also provide in its annual report the number of traffic accidents,
speeding violations, single vehicle accidents, pedestrian accidents,
and driving under the influence violations that occurred at each
location where an automated traffic safety camera is located in the
five years before each camera's authorization and after each camera's
authorization. Cities and counties using automated traffic safety
cameras must provide the commission with the data it requests for the
report required under this subsection in a form and manner specified
by the commission.
(7) All locations where an automated traffic safety camera is
used on roadways or intersections must be clearly marked by placing
signs at least 30 days prior to activation of the camera in locations
that clearly indicate to a driver either that: (a) The driver is
within an area where automated traffic safety cameras are authorized;
or (b) the driver is entering an area where violations are enforced by
an automated traffic safety camera. The signs must be readily visible
to a driver approaching an automated traffic safety camera. Signs
placed in automated traffic safety camera locations after June 7,
2012, must follow the specifications and guidelines under the manual
of uniform traffic control devices for streets and highways as adopted
by the department of transportation under chapter 47.36 RCW. All
public transportation vehicles utilizing a vehicle -mounted system must
post a sign on the rear of the vehicle indicating to drivers that the
vehicle is equipped with an automated traffic safety camera to enforce
bus stop zone violations.
(8) Automated traffic safety cameras may only record images of
the vehicle and vehicle license plate and only while an infraction is
occurring. The image must not reveal the face of the driver or of
passengers in the vehicle. The primary purpose of camera placement is
to record images of the vehicle and vehicle license plate when an
infraction is occurring. Cities and counties must consider installing
automated traffic safety cameras in a manner that minimizes the impact
of camera flash on drivers.
(9) A notice of infraction must be mailed to the registered owner
of the vehicle within 14 days of the violation, or to the renter of a
vehicle within 14 days of establishing the renter's name and address
under subsection (17) of this section. The notice of infraction must
include with it a certificate or facsimile thereof, based upon
inspection of photographs, microphotographs, or electronic images
produced by an automated traffic safety camera, stating the facts
supporting the notice of infraction. This certificate or facsimile is
prima facie evidence of the facts contained in it and is admissible in
a proceeding charging a violation under this chapter. The photographs,
microphotographs, or electronic images evidencing the violation must
be available for inspection and admission into evidence in a
proceeding to adjudicate the liability for the infraction. A person
receiving a notice of infraction based on evidence detected by an
automated traffic safety camera may respond to the notice by mail.
(10) The registered owner of a vehicle is responsible for an
infraction under RCW 46.63.030(1)(d) unless the registered owner
overcomes the presumption in RCW 46.63.075, or, in the case of a
rental car business, satisfies the conditions under subsection (17) of
Certified on 7/12/2024
42
RCW 46.63.220 Page 2
this section. If appropriate under the circumstances, a renter
identified under subsection (17)(a) of this section is responsible for
an infraction.
(11) Notwithstanding any other provision of law, all photographs,
microphotographs, or electronic images, or any other personally
identifying data prepared under this section are for the exclusive use
of authorized city or county employees, as specified in RCW
46.63.030(1)(d), in the discharge of duties under this section and are
not open to the public and may not be used in a court in a pending
action or proceeding unless the action or proceeding relates to a
violation under this section. No photograph, microphotograph, or
electronic image, or any other personally identifying data may be used
for any purpose other than enforcement of violations under this
section nor retained longer than necessary to enforce this section.
Transit authorities must provide to the appropriate local jurisdiction
that has authorized traffic safety camera use under RCW 46.63.260(2)
any images or evidence collected establishing that a violation of
stopping, standing, or parking in a bus stop zone has occurred for
infraction processing purposes consistent with this section.
(12) If a county or city has established an automated traffic
safety camera program as authorized under this section, the
compensation paid to the manufacturer or vendor of the equipment used
must be based only upon the value of the equipment and services
provided or rendered in support of the system and may not be based
upon a portion of the fine or civil penalty imposed or the revenue
generated by the equipment. If the contract between the city or county
and manufacturer or vendor of the equipment does not provide for
performance or quality control measures regarding camera images, the
city or county must perform a performance audit of the manufacturer or
vendor of the equipment every three years to review and ensure that
images produced from automated traffic safety cameras are sufficient
for evidentiary purposes as described in subsection (9) of this
section.
(13)(a) Except as provided in (d) of this subsection, a county or
a city may only use revenue generated by an automated traffic safety
camera program as authorized under this section for:
(i) Traffic safety activities related to construction and
preservation projects and maintenance and operations purposes
including, but not limited to, projects designed to implement the
complete streets approach as defined in RCW 47.04.010, changes in
physical infrastructure to reduce speeds through road design, and
changes to improve safety for active transportation users, including
improvements to access and safety for road users with mobility, sight,
or other disabilities; and
(ii) The cost to administer, install, operate, and maintain the
automated traffic safety cameras, including the cost of processing
infractions.
(b) Except as provided in (d) of this subsection:
(i) The automated traffic safety camera program revenue used by a
county or city with a population of 10,000 or more for purposes
described in (a)(i) of this subsection must include the use of revenue
in census tracts of the city or county that have household incomes in
the lowest quartile determined by the most currently available census
data and areas that experience rates of injury crashes that are above
average for the city or county. Funding contributed from traffic
safety program revenue must be, at a minimum, proportionate to the
share of the population of the county or city who are residents of
Certified on 7/12/2024 RCW 46.63.220
Page 3
43
these low-income communities and communities experiencing high injury
crash rates. This share must be directed to investments that provide
direct and meaningful traffic safety benefits to these communities.
Revenue used to administer, install, operate, and maintain automated
traffic safety cameras, including the cost of processing infractions,
are excluded from determination of the proportionate share of revenues
under this subsection (13)(b); and
(ii) The automated traffic safety camera program revenue used by
a city or county with a population under 10,000 for traffic safety
activities under (a)(i) of this subsection must be informed by the
department of health's environmental health disparities map.
(c) Except as provided in (d) of this subsection, beginning four
years after an automated traffic safety camera authorized under this
section is initially placed and in use after June 6, 2024, 25 percent
of the noninterest money received for infractions issued by such
cameras in excess of the cost to administer, install, operate, and
maintain the cameras, including the cost of processing infractions,
must be deposited into the Cooper Jones active transportation safety
account created in RCW 46.68.480.
(d)(i)(A) Jurisdictions with an automated traffic safety camera
program in effect before January 1, 2024, may continue to allocate
revenue generated from automated traffic safety cameras authorized
under RCW 46.63.230 and 46.63.250(2)(c) as determined by the
jurisdiction, as well as for the purposes established in (a) through
(c) of this subsection, by:
(I) Up to a 10 percent increase in the number of traffic safety
camera locations authorized to detect violations for automated traffic
safety cameras authorized under RCW 46.63.230; and
(II) Up to a 10 percent increase in the number of traffic safety
camera locations authorized to detect violations for automated traffic
safety cameras authorized under RCW 46.63.250(2)(c).
(B)(I) Any automated traffic safety camera program in effect
before January 1, 2024, with fewer than 10 traffic safety camera
locations for automated traffic safety cameras authorized under RCW
46.63.230, which adds automated traffic safety cameras to one
additional location for the use of cameras authorized under RCW
46.63.230, may continue to allocate revenue generated from automated
traffic safety cameras authorized under RCW 46.63.230 as determined by
the jurisdiction, as well as for the purposes established in (a)
through (c) of this subsection.
(II) Any automated traffic safety camera program in effect before
January 1, 2024, with fewer than 10 traffic safety camera locations
for automated traffic safety cameras authorized under RCW
46.63.250(2)(c) as of January 1, 2024, which adds automated traffic
safety cameras to one additional location for the use of cameras
authorized under RCW 46.63.250(2)(c), may continue to allocate revenue
generated from automated traffic safety cameras authorized under RCW
46.63.250(2)(c) as determined by the jurisdiction, as well as for the
purposes established in (a) through (c) of this subsection.
(C) For the purposes of this subsection (13)(d)(i), a location
is:
(I) An intersection for automated traffic safety cameras
authorized under RCW 46.63.230 where cameras authorized under RCW
46.63.230 are in use; and
(II) A school speed zone for automated traffic safety cameras
authorized under RCW 46.63.250(2)(c) where cameras authorized under
RCW 46.63.250 (2) (c) are in use.
Certified on 7/12/2024
44
RCW 46.63.220 Page 4
(ii) The revenue distribution requirements under (a) through
(d)(i) of this subsection do not apply to automated traffic safety
camera programs in effect before January 1, 2024, for which an
ordinance in effect as of January 1, 2024, directs the manner in which
revenue generated from automated traffic safety cameras authorized
under RCW 46.63.230 or 46.63.250(2)(c) must be used.
(14) A county or city may adopt the use of an online ability -to -
pay calculator to process and grant requests for reduced fines or
reduced civil penalties for automated traffic safety camera
violations.
(15) Except as provided in this subsection, registered owners of
vehicles who receive notices of infraction for automated traffic
safety camera -enforced infractions and are recipients of public
assistance under Title 74 RCW or participants in the Washington women,
infants, and children program, and who request reduced penalties for
infractions detected through the use of automated traffic safety
camera violations, must be granted reduced penalty amounts of 50
percent of what would otherwise be assessed for a first automated
traffic safety camera violation and for subsequent automated traffic
safety camera violations issued within 21 days of issuance of the
first automated traffic safety camera violation. Eligibility for
medicaid under RCW 74.09.510 is not a qualifying criterion under this
subsection. Registered owners of vehicles who receive notices of
infraction must be provided with information on their eligibility and
the opportunity to apply for a reduction in penalty amounts through
the mail or internet.
(16) Infractions detected through the use of automated traffic
safety cameras are not part of the registered owner's driving record
under RCW 46.52.101 and 46.52.120. Additionally, infractions generated
by the use of automated traffic safety cameras under this section must
be processed in the same manner as parking infractions, including for
the purposes of RCW 3.50.100, 35.20.220, 46.16A.120, and 46.20.270(2).
The amount of the fine issued for an infraction generated through the
use of an automated traffic safety camera may not exceed $145, as
adjusted for inflation by the office of financial management every
five years, beginning January 1, 2029, based upon changes in the
consumer price index during that time period, but may be doubled for a
school speed zone infraction generated through the use of an automated
traffic safety camera.
(17) If the registered owner of the vehicle is a rental car
business, the issuing agency must, before a notice of infraction being
issued under this section, provide a written notice to the rental car
business that a notice of infraction may be issued to the rental car
business if the rental car business does not, within 18 days of
receiving the written notice, provide to the issuing agency by return
mail:
(a) A statement under oath stating the name and known mailing
address of the individual driving or renting the vehicle when the
infraction occurred; or
(b) A statement under oath that the business is unable to
determine who was driving or renting the vehicle at the time the
infraction occurred because the vehicle was stolen at the time of the
infraction. A statement provided under this subsection must be
accompanied by a copy of a filed police report regarding the vehicle
theft; or
(c) In lieu of identifying the vehicle operator, the rental car
business may pay the applicable penalty. Timely mailing of this
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Page 5
45
statement to the issuing agency relieves a rental car business of any
liability under this chapter for the notice of infraction. [2024 c
307 s 2 . ]
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46
RCW 46.63.220 Page 6
Speed Safety Camera
Readiness Guide
An introduction to speed safety
cameras and what's involved in
starting a program in your community.
TRAFFIC SAFETY
COMMISSION
February 2023
Introduction
In 2000, Washington state wrote its first Target Zero strategic plan with
the goal of eliminating traffic deaths and serious injuries. The current
version of the plan integrates a Safe System Approach to reach Target
Zero. Essential elements of a safe system include safe roads, safe
drivers, and safe speeds.
From 2019 to 2021, traffic fatalities in Washington increased by 24
percent', and excessive speeds are a major contributing factor.
Meanwhile, law enforcement agencies have struggled to maintain
adequate staffing. As local leadership strives to change that trajectory
and increase safety for road users, more local agencies are considering
speed safety cameras as a potential tool to reduce crashes and save
lives. The Washington Legislature made substantial changes to RCW
46.63.170 in 2022, which provide additional opportunities for cities and
counties to expand their use of speed safety cameras.
This guide is for local leadership, law enforcement, transportation
engineers, and community members looking for an introduction to
speed safety cameras (SSC) and what it takes to establish a successful
program. It is a primer, intended to help local communities assess their
readiness to implement a speed safety camera program. For those
desiring a more in-depth understanding, additional resources and
references are included at the end of this guide.
[Note: This is not a legal guide regarding state laws or local ordinances
governing automated enforcement of traffic laws.]
In This Guide:
O
O
O
O
Why Speed Safety Cameras?
Authorized Speed Enforcement Locations
Building the Team
Crafting an Ordinance
Equity Analysis
Partnering with the Community
Choosing Camera Locations
Deploying the Cameras
Program Evaluation
41) Additional Resources and References
46Automated Speed Enforcement Readiness Guide
1 I Why Speed safety cameras?
Most drivers respect the speed limit — according to WSDOT speed reports, 90-95
percent of drivers stay within 9 mph of the speed limit on most highways.'
However, speed compliance is not evenly distributed. Some routes have higher
rates of speeding. A problem area may be addressed in the long term through
redesigning the roadway to encourage slower speeds, but in the short-term,
enforcement may be the most appropriate tool to reduce speeding and crashes.
The goal of SSC is increased safety. Speed is a contributing factor in 31 percent of
fatal crashes in Washington.3 Excessive speed increases the risk and severity of a
crash; for every 1 percent increase in speed there is a 4 percent increase in traffic
fatalities.4
Pedestrians and cyclists are disproportionately represented in serious traffic
crashes. In 2021, 24 percent of traffic fatalities in Washington were pedestrians
and cyclists.' Vehicle speed plays a major role in the severity of a crash involving
a vulnerable road user. Washington's Target Zero plan encourages enforcement
of speed limits, and reduction of speed limits where appropriate, to reduce high -
risk driving behaviors that contribute to traffic crashes involving vulnerable road
users. State law allows the state transportation secretary or local authorities to
reduce speed limits on non -arterial highways to 20 mph.'
The National Transportation Safety Board recommends the use of SSC as an
effective countermeasure for reducing the frequency and severity of speed -
related crashes, reducing excessive speeding, and maximizing safety
improvements with the most efficient use of resources.
Nationwide and around the world, speed safety cameras are being used
effectively to change behaviors and reduce crashes. There are numerous
examples already in Washington. The city of Kirkland deployed speed cameras at
three schools and reduced the number of vehicles exceeding the speed limit by
nearly half in just two years.' In the first two years that Seattle used automated
speed cameras, violations dropped from over 45,000 to under 20,000 at the eight
locations where cameras were installed.'
31%
31%
34%
2017 2018
28%
30%
31%
2019 2020 2021
Speed -Involved Fatal Crashes
24%
Pedestrian and Cyclist Fatalities
SCHOOL
XINCP
90%
SPEED
LIMIT
25
Pedestrian crash survival
at 25 mph and below
Driver behaviors directly affect pedestrian traffic fatalities
3'Automated Speed Enforcement Readiness Guide
49
2 I Authorized Speed Safety Camera Locations
Effective July 1, 2022, Washington law has expanded the types of locations
where speed safety cameras can be used.9 Consistent with the goal of
protecting vulnerable road users, automated speed cameras are authorized
in the following locations:
/\ School speed zones: 20 mph zones within 300 feet of a school
or playground border.
SCHOOL ZONE
School walk areas: The area designated around a school with
an adequate roadway configuration to provide students access to
school with a walking distance of less than one mile.
Public park speed zones: The marked area within public park
property and extending 300 feet from the border of the park
consistent with active park use.
Hospital speed zones: The marked area within hospital
property and extending 300 feet from the border of hospital
property consistent with hospital use.
Other locations: Cities may operate one automated speed camera, plus
one additional camera for every 10,000 residents. Cameras used under this
provision must complete an equity analysis (see section 5: Equity and
Enforcement). These cameras must be placed in locations that comply with
one of the following:
• Priority locations where other speed reduction measures are not
feasible or have not been effective
• Locations with significantly higher rate of collisions than the city average
• Locations designated by local ordinance subject to restrictions and
penalties on racing
Effectiveness of
Automated Speed
Safety Cameras
When properly implemented,
automated speed cameras can
have a significant positive effect
on driver behavior. Across the US
and in many countries around the
world, studies reviewing the
effectiveness of speed safety
cameras have consistently found
positive results. The National
Highway Traffic Safety
Administration (NHTSA) evaluated
eight speeding countermeasures
and gave SSC its highest rating for
effectiveness.1°
As cities in Washington have
begun deploying speed safety
cameras, local assessments have
proved effective as well. The cities
of Seattle and Kirkland have used
speed safety cameras for several
years, and have seen the
following outcomes:
90%
Seattle drivers who receive a
ticket do not receive a second
one11
67%
Seattle - Reduction in tickets
issued by cameras since 2012'
89%
Kirkland drivers who receive a
i ticket do not receive a second
one13
F, 47%
Kirkland — Reduction in speeding
vehicles14
66Automated Speed Enforcement Readiness Guide
3 I Building the Team
The most successful speed safety camera programs begin with a team of community representatives who serve
in an advisory role when developing the program and when expanding speed safety cameras to additional
locations.
When creating an advisory team, include representation from groups that will be involved with the planning and
operation of speed safety cameras, as well as groups that will be impacted by it. Examples of advisory group
members include:
■ Elected officials
■ Traffic engineers
■ Law enforcement
■ Diversity, Equity, and Inclusion (DEI) professionals
■ School officials
■ Public health
■ Community residents
■ Courts
The success of a speed safety camera program, and the community's acceptance of the program, is greatly
increased when both city leaders and citizens understand how the program works and have a voice in how it is
deployed. The advisory team may be responsible for establishing guiding principles for the SSC program, such as
safety, equity, and transparency. The team plays a critical role in building understanding and providing input.
5IAutomated Speed Enforcement Readiness Guide
51
4 I Crafting an Ordinance
Before a jurisdiction can implement a speed safety camera program, the
appropriate legislative authority must enact an ordinance authorizing the
use of speed cameras. Before developing an ordinance, the law requires an
analysis of the proposed location of cameras. For what to include in a
location analysis, see section 7: Choosing Camera Locations.
At a minimum, a local ordinance must include the restrictions and
requirements for SSC described in RCW 46.63.170. A summary of the
requirements in the law include:
• Use of SSC is limited to authorized locations (see section 2: Authorized
Speed Safety Camera Locations).
• Cameras may only take pictures of the vehicle and the license plate, and
only while the infraction is occurring.
• A notice of infraction must be mailed to the owner of the vehicle within
14 days of the violation.
• All locations where speed safety cameras are used must be clearly
marked at least 30 days prior to activation.
• Must complete an equity analysis for cameras not in school speed zones,
school walk areas, park speed zones, or hospital speed zones.
• Compensation to the SSC equipment vendor must be based only on the
value of the equipment and services and may not be based on a portion
of the fine imposed or revenue generated.
Jurisdictions may consider including additional restrictions or requirements
in their ordinance. For example, a city could choose to limit SSC operation in
school zones to specific times and days or to complete an equity analysis for
all camera locations.
Examples of ordinances from cities in Washington are included in section 10:
Additional Resources.
Considerations
Before Locating
Speed Cameras
Automated speed safety camera
programs are useful and
effective, but it may not be the
right tool in some situations.
Before installing cameras in
specific locations, ask:
• Why use SSC in this location?
• What problem are we
solving?
• What are the other options?
• What other measures have
been tried? Some examples:
• Closing streets during
school
■ Extra enforcement
■ Modal traffic filtering*
• Local access streets
■ Walk/bike pathways
• What are the equity
implications of using SSC in
this location? Would
proposed locations
disproportionately impact
communities of color or
those with lower median
incomes?
• What education is needed in
advance of implementation?
• Do you have the support of
your community? If not, are
there steps you can take to
gain support? (See section 6:
Partnering with the
Community.)
*Modal traffic filtering:
A road design that restricts
the passage of certain types
of vehicles.
tAutomated Speed Enforcement Readiness Guide
5 I Equity Analysis
At first glance, a speed safety camera program appears
to be a more equitable system, as cameras initiate
enforcement action objectively based on vehicle speed.
However, camera placement can have a
disproportionate impact on low-income and other
historically marginalized communities. Without careful
consideration of camera placement, speed safety
cameras can have unintended consequences.
Context: In many cities, there is a history of under -
investment in transportation infrastructure in low-
income communities and communities of color. Higher -
income and predominately white neighborhoods are
more likely to have better road engineering that
naturally moderates vehicle speed. Legacies of
environmental injustice and careless planning, on the
other hand, have resulted in highways and other arterial
roads with higher speeds running through historically
marginalized communities. In these communities,
installing a speed safety camera may further penalize
the residents for the city's lack of investment in road
engineering in that neighborhood.
Pedestrian Fatalities by Race/Ethnic Group
Deaths per 100,000 people
113
Asian/
Pacific Islander
illiff
White,
Non -Hispanic
lir
Hispanic/
Latinx
Black or African
American
instances, a speed camera may be an appropriate and
effective measure until other speed calming measures
can be implemented. Where appropriate, self -enforcing
roadways* are a preferred strategy for reducing vehicle
speeds. In those locations, speed cameras may provide
an immediate solution until the roadway is redesigned.
1
Pedestrian Fatalities by Income
Deaths per 100,000 people
If IF ir
1.0
$2.5-$43.Ok $43.Ok-$55.7k $55.7k-$70.3k $70.3k-$93.1k $93.1k-$250k
Census tract median household income
Fines: Traffic enforcement should balance community
safety and individual financial burden. A traffic fine
should be designed to change behavior, but not to
inflict financial hardship. Since that threshold is
dependent on a violator's income level, consider
options and alternatives for low-income violators:
American Indian I
or Alaska Native
Location: As part of an equity analysis, consider who is
impacted and who benefits from the chosen location
for a speed camera. The assessment should extend
beyond the location of the camera to consider who is
using the roadway and for what purpose. For example,
setting up a camera on a road that is a primary route to
tribal land may unfairly impact tribal members.
Conversely, a camera may be sited in a historically
marginalized community because its residents are
disproportionately impacted by serious and fatal
crashes resulting from excessive speeds. In such
• Due date extensions
• Payment plans
• Ticket reduction hearing
• Community service
• Traffic safety education
Over time, excessive revenues generated at a
specific location are a sign that the speed safety
camera is not successful in deterring speeding or
changing the behavior of those who have
received citations. Consider using the revenue to
implement more effective, long-term solutions.
Part of planning an SSC program should include
evaluating ways to reduce burdens and advance equity.
Additional resources can be found in section 10:
Additional Resources and References.
*Self -enforcing roadway: A roadway that is planned
and designed to encourage drivers to select operating
speeds consistent with the posted speed limit.
7IAutomated Speed Enforcement Readiness Guide
53
6 I Partnering with the Community
Community members will have opinions about speed
safety cameras. Some will see the value of a properly
established and operated program. Others will have
experienced, or heard of, automated enforcement done
poorly or used for the wrong reason.
As much as possible, it is helpful to reach out to
stakeholders including residents near the proposed
camera sites, others who frequently use the site (e.g.,
school or park), and road users who regularly travel on
that route. There are likely to be different perspectives
among these groups. These perspectives may also be
colored by misinformation or previous experiences of
misapplied automated enforcement.
However, when done properly SSC has consistently
proven to be constitutional, effective, respectful of
privacy, and an economically prudent strategy in
reducing crashes. By clearly communicating the
requirements of Washington law and demonstrating
that the program will follow best practices,
misperceptions can be addressed.
Before launching an SSC program, engage in outreach to
inform the community about the new program and give
people an opportunity to have their questions
answered. The following approaches can help build
community confidence in the program:
Pilot Project: To allay concerns, consider launching
speed safety cameras as a pilot program. Let the
community know that the program will be evaluated to
see if it's working, rather than that it will remain
indefinitely no matter the outcome. Show that cameras
will be removed if either they aren't effective at a
particular location, or if they've achieved the goal of
reducing speeds and replaced with more permanent
measures.
Justification: Be clear that speed safety cameras are
one component in the solution to create safer streets,
and that they will only be used in locations where it is
appropriate and effective. SSC also provide additional
data and, potentially, revenue that will help develop
longer -term solutions. (See Revenue, page 11)
Community Input: Center community engagement
on people most affected by the implementation of SSC.
For example, parents of students who regularly drive
through a school speed zone, or residents who live near
a park or hospital speed zone.
Data and Transparency: Before the program
launches, have a plan for transparency. Let the
community know what data you'll be tracking and how
you'll share it. Include crash data, the number of
infractions issued, revenue generated, how the revenue
is being used, year-to-year trends, and any other
relevant information appropriate to your community.
Public Reporting: Make it easy for citizens to find
information about your speed safety program. The law
requires annual reports; some jurisdictions have chosen
to provide quarterly reports. Consider presenting SSC
reports in public forums such as city council meetings.
54
7 I Choosing Camera Locations
Law enforcement and community leaders may intuitively have a good idea of where to put their first speed
safety cameras, based on a history of crashes, observing speeding vehicles, and input from the community.
While initial intuition might be correct, the final selection of a camera location is a more in-depth process.
In addition to the limitations set by law, each potential camera location requires an analysis.
An analysis of each location should include a review of:
■ Crash frequency data
■ Rate of speeding drivers
■ Pedestrian, bicyclist, and other non -motorized road use around the site
■ Previous efforts to reduce speeding
■ Whether it is difficult or dangerous to do in -person traffic enforcement at the location
■ Equity considerations (see section 5: Equity and Enforcement)
Along with a location analysis, a jurisdiction may seek input from the community. Because
community support is a key factor in the success of an SSC program, the best practice is to
choose locations that have community backing when implementing a new program.
Deploying cameras in locations most likely to protect more vulnerable road users, such as
school zones and school walk routes, is a good place to start. Again, the goal is to
encourage safe speeds rather than issuing citations.
9IAutomated Speed Enforcement Readiness Guide
8 I Deploying the Cameras
Signage: The purpose of SSC is to encourage safe speeds, and the law requires
that signs notifying drivers of speed safety cameras be installed at least 30 days
prior to activation of the camera. The signs must inform drivers that they are
entering an area where speed violations are enforced by an automated traffic
safety camera and must follow the specifications of the Manual of Uniform Traffic
Control Devices.
Warnings: When launching a new SSC program, consider including a plan for
issuing warnings to violators. Some programs establish a period of time after
activation (typically 30 days) when all violators receive a warning. As an
alternative, some programs issue warnings to all first-time violators.
Enforcement tolerance threshold: As a matter of fairness, it is important
that the threshold for issuing an infraction from an automated system is
consistent with in -person enforcement. The local law enforcement agency should
provide input when setting the enforcement threshold. As a reference, NHTSA
recommends a threshold of 11 mph on most roads, and no less than six mph in
school zones and other locations with lower speed limits where pedestrians and
children might be present, such as neighborhoods, playgrounds, and parks.15
Setting the threshold too high can reinforce speeding behaviors, while setting it
too low can be perceived as unjust and prioritizing revenue over safety.
Due process: Ensure that the law enforcement agency managing the SSC
program has adequate staffing to send out timely notice. The law requires that a
notice of infraction be mailed to the registered owner within 14 days of the
violation. Minimizing the number of days between the violation and the mailing of
the notice contributes to a more effective speed safety camera program.
dg
9 I Program Evaluation
A speed safety camera program should be regularly evaluated to validate
its effectiveness. Evaluation should include:
Revenue Generation
• Analysis of vehicle speeds
• Crash statistics in SSC locations and jurisdiction -wide
• Changes in public awareness and acceptance
• Data on citations issued, including disaggregation of demographic data
on drivers receiving citations and patterns regarding times and days
when citations are issued
When properly implemented, SSC is an effective tool
for changing driver behavior. Speed Safety Camera
programs typically see a decrease in speeding drivers
in the first year of implementation, with additional
decreases in following years. If driver speeds do not
decrease after implementation of the program, there
may be factors contributing to speeding that SSC can't
solve. When speed cameras aren't achieving the goals
of the program, it is not the right tool in that situation.
PHOTO
O
ENFOJRCED
The right tool could be in -person enforcement,
signage, striping, design changes, or some other
solution. The Safe System Approach includes the
concept of self -enforcing roadways which limit the ability of drivers to
operate outside of design parameters. Whatever the case, continuing to
use SSC in a location where it's not effective erodes public trust in the
program and doesn't contribute to the goal of reducing high -risk driving
behaviors that contribute to traffic crashes.
Vehicle Speed Analysis 2018-2020 Kirkland
Rose Hill
100 100
y 75 —
u
L
a)
v - 50
rn
w
a 25
0
51%
% Exceeding 20 MPH
y 75
• 50
v
a 25
0
John MuirlKamiakin
81%
11
50%
44%
2018 2019 2020
% Exceeding 20 MPH
Data showing reduced speeds in school zones due to ASE. Kirkland, WA
While the reason for establishing a
speed safety camera program is to
reduce high -risk driving behavior,
the issuance of infractions will
result in revenue. Some of that
revenue will be used to administer,
install, and operate the cameras.
With the exception of school speed
zone violations, 50% of revenue
from speed cameras, after
subtracting installation, operation,
and maintenance costs, goes to the
Cooper Jones* Active
Transportation Safety account to
improve vulnerable road user
safety.
When implementing a program
according to best practices, an SSC
is generally considered a short-
term solution to a specific traffic
safety problem. Revenue from the
program is then invested in
permanently solving the problem
through improved engineering or
other long-term solutions.
Dedicating revenue to permanently
correcting a speeding hazard
demonstrates a commitment to the
safety of the community and
validates the establishment of an
SSC program.
In an effective SSC program, cities
should anticipate that revenue in
each camera location will decline as
driver speeds decrease.
11lAutomated Speed Enforcement Readiness Guide
*Cooper Jones Active Transportation
Safety Council: Established to
increase the safety of those who
utilize active transportation and
decrease death and serious injury
among walkers, bicyclists, and users
of other non -motorized methods of
transportation.
10 I Additional Resources and References
This Speed Safety Camera Readiness Guide is a starting point for understanding SSC. If you are part of the team in your
community that plans to implement SSC, the following resources will provide in-depth guidance.
Resources:
Example Ordinances:
Kirkland: https://www.codepublishing.com/WA/Kirkland/html/Kirkland12/Kirkland1214.html
Tacoma: https://cros.cityoftacoma.org/cityclerk/Files/MunicipalCode/Titlell-Traffic.PDF
Seattle:https://library.municode.com/wa/seattle/codes/municipal code?nodeld=TIT11VETR SUBTITLE ITRCO PT3E
N CH11.31DITROF 11.31.090TRINDETHUSAUTRSACA
Seattle Racial Equity Toolkit: https://www.seattle.Rov/civilrights/what-we-do/race-and-social-justice-initiative/racial-
equity-toolkit
References:
1. Washington Traffic Safety Commission. (2022, August). Target Zero Performance: High -Risk Behavior.
https://wtsc.wa.gov/research-data/tz-performance-dashboard/
2. Washington State Department of Transportation. (2022, July). Quarterly vehicle speed reports.
https://wsdot.wa.gov/about/transportation-data/travel-data/traffic-count-data/quarterly-vehicle-speed-report
3. Washington Traffic Safety Commission. (2022, August). Target Zero Performance: High -Risk Behavior.
https://wtsc.wa.gov/research-data/tz-performance-dashboard/
4. Nilsson, G. (2004). Traffic Safety Dimension and the Power Model to describe the Effect of Speed on Safety. Lund
Institute of Technology, Sweden.
5. Washington Traffic Safety Commission. (2022, August). Target Zero Performance: Road Users
https://wtsc.wa.gov/research-data/tz-performance-dashboard/
6. RCW 46.61.405, RCW 46.61.415
7. Pascal, J. (2022, April). Automated Traffic Safety Enforcement —A Kirkland Case Study. Washington Transportation
Professionals Forum and Peer Exchange
8. City of Seattle (2021, January). Automated Enforcement — Overview of Seattle Programs. Re -Imagining Community
Safety Monthly Meeting
9. RCW 46.63.170
10. Venkatraman, V., Richard, C. M., Magee, K., & Johnson, K. (2021, July). Countermeasures that work: A highway
safety countermeasures guide for State Highway Safety Offices, 10th edition, 2020 (Report No. DOT HS 813 097).
National Highway Traffic Safety Administration
11. City of Seattle. (2021, January). Automated Enforcement — Overview of Seattle Programs. Re -Imagining Community
Safety Monthly Meeting
12. City of Seattle. (2021, January). Automated Enforcement — Overview of Seattle Programs. Re -Imagining Community
Safety Monthly Meeting
13. Pascal, J. (2022, April). Automated Traffic Safety Enforcement — A Kirkland Case Study. Washington Transportation
Professionals Forum and Peer Exchange
14. Pascal, J. (2022, April). Automated Traffic Safety Enforcement — A Kirkland Case Study. Washington Transportation
Professionals Forum and Peer Exchange
15. National Highway Transportation Safety Administration. (2008, March). Speed Enforcement Camera Systems
Operational Guidelines.
516IAutomated Speed Enforcement Readiness Guide
Charts:
Speed -involved Fatal Crashes: Washington Traffic Safety Commission (2022, August). Target Zero Performance: High -
Risk Behavior. https://wtsc.wa.gov/research-data/tz-performance-dashboard/
Pedestrian and Cyclist Fatalities: Washington Traffic Safety Commission (2022, August). Target Zero Performance: Road
Users. https://wtsc.wa.gov/research-data/tz-performance-dashboard/
Pedestrian Crash Survival: Tefft, Brian C. (2011, September) Impact speed and a Pedestrian's Risk of Severe Injury or
Death. AAA Foundation for Traffic Safety
Pedestrian Fatalities by Race/Ethnic Group: Venson, E., Grimminger, A., Kenny, S. (2022). Dangerous By Design 2022.
Smart Growth America
Pedestrian Fatalities by Income: Venson, E., Grimminger, A., Kenny, S. (2022). Dangerous By Design 2022. Smart Growth
America
Vehicle Speed Analysis 2018-2020 Kirkland: Pascal, J. (2022, April). Automated Traffic Safety Enforcement —A Kirkland
Case Study. Washington Transportation Professionals Forum and Peer Exchange
Acknowledgements:
Several people shared generously of their time and knowledge during the development of this project. Many thanks to:
Jon Pascal, City of Kirkland
Dongho Chang, Washington State Department of Transportation
Allison Schwartz, Bradley Topol and Venu Nemani, City of Seattle
Josh Diekmann, Carrie Wilhelme, and Rachel Barra, City of Tacoma
Doug Dahl, TransitLab Consulting
13IAutomated Speed Enforcement Readiness Guide
59
A Publication of:
TRAFFIC SAFETY
COMMISSION
Shelly Baldwin
Director
February 2023
621 8th Avenue SE
Suite 409
Olympia, WA 98501
360-725-9860
wtsc.wa.gov
Contacts:
Traffic Safety Programs: Wade Alonzo, Director, walonzo@wtsc.wa.gov
Research and Data: Staci Hoff, Director, shoff@wtsc.wa.gov
External Relations: Mark McKechnie, Director, mmckechnie@wtsc.wa.gov
Speed Program: Janine Koffel, Manager, ikoffel@wtsc.wa.gov
d6IAutomated Speed Enforcement Readiness Guide