House Bill 2307 reenacts and amends the definitions section of RCW 70A.15.4010 in the commute trip reduction chapter. The bill revises or restates definitions used throughout the chapter, including "major employer," "affected urban growth area," "base year," "certification," "commute trip," "commute trip vehicle miles traveled per employee," "growth and transportation efficiency center," "major employment installation," "major worksite," "person hours of delay," and "proportion of single-occupant vehicle commute trips." Several definitions set numeric or temporal thresholds, for example defining major employers, worksites, and installations as having 100 or more full-time employees on weekdays for at least 12 continuous months, and defining person hours of delay as calculated for the peak period of 6:00 a.m. to 9:00 a.m. This is a modification of existing law (a reenactment and amendment of RCW 70A.15.4010) that changes definitional and descriptive provisions used to implement commute trip reduction policies. The bill also explicitly assigns roles to state and regional entities in those definitions: the Department of Transportation calculates person hours of delay and lists affected urban growth areas; regional transportation planning organizations certify growth and transportation efficiency centers; the Commute Trip Reduction Board establishes minimum funding criteria; and local jurisdictions determine when a major employer is participating. Only the definitions section is included in the provided text. Implementation details, procedures, enforcement, or other substantive sections of the bill are not present here. The bill title indicates modification of time-related components of definitions, but the provided text still references the 6:00 a.m.–9:00 a.m. peak period, and how that interacts with other changes in the bill or chapter is unclear from these excerpts.

If enacted, the bill tightens and clarifies who counts as a "major" employer, worksite, or employment installation for commute trip reduction purposes by requiring 100 or more full‑time employees on weekdays for at least 12 continuous months, specifies how affected urban growth areas are identified (based on DOT-calculated peak-period delay thresholds and certain jurisdictions with pre-2000 ordinances), defines the base year as the 12‑month period starting when a local jurisdiction deems an employer participating, and keeps DOT’s measurement of person-hours of delay in the 6:00–9:00 a.m. peak. Regional transportation planning organizations must certify growth and transportation efficiency centers to qualify for funding, and the Commute Trip Reduction Board sets the funding criteria. These clarifications make it clearer which employers and areas fall into the commute trip reduction program and who decides certification and measurement. The parties most affected are employers (including state agencies), major worksites and federal/military installations that meet the 100+ employee threshold, local jurisdictions that determine participation dates, DOT that calculates delays and lists affected growth areas, RTPOs that certify centers, and the CTR Board that sets funding rules. Employers that newly meet the clarified thresholds are more likely to face program participation responsibilities and related administrative or program costs; local governments take on timing and determination duties; DOT, RTPOs, and the CTR Board gain clearer roles in measurement, certification, and funding decisions. Important implementation details—such as enforcement, the exact obligations placed on participating employers, and how other parts of the law may change the time components referenced—are not included in the extracted text, so the concrete compliance steps and funding impacts remain uncertain.