Legislature hears audit showing 41% IID installation rate; pilots and outreach boost compliance

A legislative audit and multiple county pilots presented to the Washington Senate Transportation Committee on Feb. 5 concluded that fewer than half of drivers required to install ignition interlock devices (IIDs) complete the requirement and that low income is the strongest predictor of noninstallation.

The Joint Legislative Audit and Review Committee (JLARC) told the committee that its sample of about 66,000 drivers from January 2018 through June 2025 produces an estimated overall installation/completion rate of about 41 percent. "The legislative auditor concludes that half of drivers required to install ignition interlock devices earn less than $28,000 per year," JLARC staff said, and installation rates rose with income—from roughly 30 percent in the lowest band to about 74 percent among highest‑earning drivers.

JLARC staff also reported that the state financial assistance program, administered by the Department of Licensing, reaches only a small share of drivers: "on average in a given month, about 11% of drivers with a device installed are receiving financial assistance," a JLARC presenter said, and the program's maximum reimbursement is roughly $1,400 per year while typical device costs run about $2,700 for one year (and can approach $5,000 when including high‑risk insurance or fines).

Local pilots described at the hearing show ways to increase installations. Mark McKechnie of the Traffic Safety Commission summarized a Yakima County pilot that enrolled 95 people and raised installation rates among medium and high‑risk probationers from the mid‑teens to about 41 percent by pairing behavioral probation supervision with a vendor that can install devices and by engaging people while still in custody.

Lieutenant Jeffrey Leonard of the Washington State Patrol described a Snohomish County outreach pilot that screened roughly 2,132 drivers flagged as required but not installed, made 616 contacts and produced a net gain of 31 installations after in‑person outreach and door hangers. Leonard said common barriers were inability to afford payments (about 19% of those contacted), lack of awareness of the assistance program (58%), and not owning a vehicle (about one‑third). He also said some contacts posed safety risks—about 16 percent had active warrants—prompting the pilot to prioritize safety over immediate enforcement.

JLARC recommended that the Department of Licensing set clear objectives, performance measures and enforce reporting required by device manufacturers; that Licensing and State Patrol develop a formal agreement to jointly administer interlock responsibilities; and that agencies create a coordinated strategy to increase the installation rate and report back to the legislature.

Committee members asked whether enforcement options such as citation or impoundment were part of possible solutions. McKechnie said traffic stops remain the primary way to discover noncompliance and that citing or impounding a vehicle is possible; JLARC staff said they had not examined increased enforcement tactics and recommended agencies study pilot lessons and evidence before proposing specific statutory changes.

The committee did not vote on policy changes at the hearing; JLARC said it will present a final report in April that will include formal agency responses.