26 November 2019
Washington State Transportation Commission
PO Box 47308
Olympia, WA 98504-7308
Re: Comments on Washington State Transportation Commission recommendations for a Road Usage
Charge
Dear Chair Litt, Vice Chair Jennings, and members of the Washington State Transportation Commission:
The organizations listed below appreciate the opportunity to provide comments on the Washington
State Transportation Commission (WSTC) recommendations for a Road Usage Charge (RUC). As our state
continues to grow, we have the opportunity and responsibility to ensure that we have a clean and just
transportation system and the corresponding funding to maintain it. Collectively we seek to reduce
greenhouse gas emissions and air pollution while building an equitable transportation system that
benefits health, safety, mobility, and access to opportunity for all.
We urge you to consider the following in your recommendations to the legislature regarding a RUC, with
more information below.
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Do not restrict revenue to “highway purposes”
Set a progressive rate structure and ensure implementation considers the needs of
communities that have been marginalized
RUC must be implemented strategically, and ensure it accounts for broader environmental
and other impacts

Context
The transportation sector is responsible for the largest share of Washington State’s greenhouse gas
emissions and other toxic pollutants, making this sector a critical part of addressing climate change and
air quality in Washington State.1 At the same time, we lack essential funding for maintaining our
transportation system: WSDOT needs $1.24 billion annually to preserve and maintain our system, but
receives only half of what is necessary.2 While our roadways are inadequately maintained, our transit
systems also lack sufficient investment. Only 2% of statewide transit funding comes from the state, in
large part due to restrictions on gas tax spending, which per the 18th amendment of the Washington
State Constitution, is to be deposited in the motor vehicle account for “highway purposes.” This is
particularly acute when compared to other states - Washington provides $14.07 in transit funding per
capita, compared to a national average of $42.11.3

1

Washington State Greenhouse Gas Emissions Inventory: 1990-2015.
https://fortress.wa.gov/ecy/publications/documents/1802043.pdf
2
WSDOT.
http://leg.wa.gov/JTC/Meetings/Documents/Agendas/2019%20Agendas/Sept%2019%202019/WSDOT_Preservati
on.pdf
3
Washington State Transit Capital Needs Assessment Executive Summary.
http://leg.wa.gov/JTC/Documents/Studies/Transit%20Study_PaulNeal/Final_JTCTransitCapitalNeedsTechnicalRepo
rtandExecSum.pdf

 The gas tax is one of the most significant sources of transportation revenue in Washington State,
bringing in about $1.75 billion annually, and accounting for roughly half of the state’s transportation
revenue.4 However, this revenue source is expected to decline as more efficient vehicles and electric
vehicles (EVs) become more common. In fact, EV adoption is occurring rapidly, with the state reaching
its 2020 goal of 50,000 EVs on the road ahead of schedule.5
We believe that any Road Usage Charge must be crafted very thoughtfully. In this spirit, our
organizations offer the following comments on WSTC’s recommendations for a RUC and urges the WSTC
to consider these options as it finalizes its report to the legislature.
Do not restrict revenue to “highway purposes”.
A RUC presents an opportunity to help fund our transportation system in a more financially sustainable
way. Multimodal investments present benefits to the overall population and to the environment in
terms of increased safety, reduced air pollution, and mitigated stormwater runoff. While road usage by
passenger vehicles necessitates the need for ongoing road maintenance, funding that helps mode shifts
to transit, walking or biking benefits our roadways overall by way of less wear and tear and reduced
congestion, leading to fewer maintenance needs and fewer demands for costly road expansions.
Restricting RUC revenues to the motor vehicle account ignores the interconnectedness of our entire
system.
That is not to say that revenue should not be used for highway purposes. Our existing roads must be
safely maintained, and we have a legal mandate to fix culverts. If adopted, a RUC must provide revenue
for preservation, while also contributing to other multimodal transportation needs. We strongly
disagree with WSTC’s current suggestion to restrict RUC revenues to highway-related expenditures, and
we urge the Commission to rethink this recommendation.
Set a progressive rate structure and ensure implementation considers the needs of marginalized
communities and workers.
The gas tax, in addition to being a declining source of revenue absent continuous rate increases, is also a
regressive revenue source since those with lower incomes are likely to pay a higher percentage of their
income. A RUC, if structured equitably with a progressive rate structure, presents the opportunity to
remedy both of these issues.
One of WSTC’s recommendations to the legislature is to continue researching certain topics, including
“potential equity impacts of RUC on communities of color, low-income households, rural communities,
vulnerable populations, and displaced communities” and “assessing different approaches to RUC ratesetting.” A better understanding of both of these topics would be beneficial. We also understand that in
addition, the WSTC has requested more funding to conduct research that will help to better understand
the needs of underserved communities; we recommend that this research answer how both RUC fees,
design, and implementation will be inclusive of all. This research should be sure to include:
 Direct and compensated outreach to these specific communities, including tribes

4

Transportation Revenue Forecast Council – September 2019 Transportation Economic and Revenue Forecasts,
Volume I: Summary.
https://www.ofm.wa.gov/sites/default/files/public/budget/info/transpo/Sept2019VolumnI.pdf
5
Washington Department of Ecology – Zero Emission Vehicles: Driving into the future.
http://ecologywa.blogspot.com/2019/09/zero-emission-vehicles-driving-into.html

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How to best structure RUC as a progressive revenue source. Which fee structure and payment
and implementation methods would best serve the needs of low-income residents, considering
both logistic barriers to income verification and the accuracy of vehicle value as a proxy for
wealth?
Ensuring those who drive for a living are not disproportionately impacted as individuals
Payment options based on research and user interface testing for non-English languages, and a
range of visual, mobility and intellectual disabilities
Suitable payment methods for those with no bank account or smartphone

If adopted, a RUC must be implemented strategically, and ensure it accounts for broader
environmental and other impacts.
In Washington, we simultaneously lack essential transportation funding today and need to better
understand implementation considerations and impacts of a RUC so people are not harmed by this
significant policy change in the future. We also recognize that environmental degradation that stems
from our use of the roads is often not accounted for in the immediate costs, and the brunt of this
degradation is disproportionately borne by lower-income, marginalized communities. If a RUC is
adopted, we agree with the WSTC’s recommendation to transition to a RUC with a start-up phase which
will inform implementation before a RUC is expanded to include all vehicles, but caution that we must
understand how to equitably implement this system by answering the research questions listed above.
We also suggest that a RUC better accounts for different impacts vehicles have on the road, the
environment, and on our communities. For example, heavier vehicles not only cause more roadway
wear and tear, but they tend to pollute more as well. We recommend that both RUC research and a
future RUC account for broader impacts, and that this understanding is thoughtfully incorporated into a
future transition.
Conclusion
Implementing a RUC with revenue that is not restricted to highway purposes and that is designed and
implemented using an equity and environmental lens could be an opportunity for Washington State. If a
RUC is designed and adopted with the above recommendations, not only could Washington take
significant steps in addressing its transportation funding problem, but it could also be a leader
nationwide by designing and implementing a RUC that goes beyond narrowly replacing the gas tax and
instead helps address broader issues that impact our whole transportation system. We strongly urge the
WSTC to revise some of its recommendations to the legislature in accordance with this letter, and we
also offer support for continuing research and phasing in implementation.
Thank you,
Climate Solutions
Front and Centered
Futurewise
Sierra Club
The Nature Conservancy in Washington
Transportation Choices Coalition
Washington Environmental Council/Washington Conservation Voters