Highway Safety

Seward vs. State of WA

Seward vs. State of WA

On October 12, 2013, Ms. Seward was a passenger in a vehicle that over corrected and struck an overpass pillar. She played no role in causing the incident. The vehicle should have encountered a barrier that would have redirected it.  Instead, it hit a mound of dirt, called an earth berm, that WSDOT installed years before. 

Moothart vs. State of Washington

$2,993,000 Verdict

A Thurston County jury awarded a Vancouver man almost $3 million for multiple injuries caused by a pavement edge drop-off on a highway on-ramp.

Todd Moothart, a 50-year-old software development engineer, was on a motorcycle ride with two friends on a beautiful Saturday afternoon in September 2013. Their plan was to head east on State Route 14 to a viewpoint overlooking the Klickitat River. When Moothart and another rider got separated from the third motorcyclist by a traffic light, Moothart decided to pull off onto the shoulder of an on-ramp for SR 14 to stop and wait for the third motorcyclist to catch up. It is safer for motorcyclists to ride together as a group because they have a more visible  presence on the road.

When Moothart pulled off onto the shoulder, he encountered a seven inch deep pavement edge drop-off at the fog line. A seven inch deep piece of pavement jutted out from the edge of the pavement just beyond the drop-off. When Moothart’s Harley Davidson motorcycle hit the face of the broken pavement, his front and rear wheels were severely dented, and he was launched into the air like he was on a trampoline.

Safety standards in the transportation engineering field recommend that pavement edge drop-offs be kept to a depth of no greater than two inches. The Washington Department of Transportation (WSDOT) striping truck had came upon the pavement edge pothole and had painted the white fog stripe around it. In other words, WSDOT clearly acknowledging the hazard but did not report or repair it.

Moothart and his passenger were both ejected from the motorcycle. Moothart suffered multiple injuries, including a kidney laceration, numerous broken ribs, collapsed lungs, pulmonary contusions, a concussion, broken bones in both forearms, amputation of the top joint of his right index finger, and fractures to bones in his right pelvic ring. He was placed on a mechanical ventilator for eight days and required several surgeries.

Moothart spent 21 days in the hospital, followed by 55 days in a nursing home. He was then cared for by his mother and sister in Iowa for two months before he returned to Vancouver and resumed working part time.

The design plans for the on-ramp called for an eight foot paved shoulder on the right hand side. At the location where Moothart pulled off, there was no paved shoulder at all beyond the fog line. For unknown reasons, the State’s as-built plans for the on-ramp showed an eight foot paved shoulder, but the evidence indicated that the on-ramp never had an eight-foot paved shoulder in the area where Moothart pulled off. The on-ramp was built in the mid 90’s.

The Honorable Mary Sue Wilson granted judgment as a matter of law on the State’s negligence based on the State’s failure to provide an eight foot paved shoulder as required by the design plans. The jury also found that the State failed to maintain the on-ramp in a reasonably safe condition for ordinary travel.

Moothart has chronic pain due to myofascial injuries and nerve damage but is able to work full time. He has ongoing disabilities related to the loss of the top joint of his right index finger, myofascial damage in his forearms, and chronic pain. He no longer rides motorcycles because the crash took the enjoyment out of riding for him. He had been a motorcycle enthusiast for over 30 years.

The jury awarded $2,993,000, which included approximately $500,000 in undisputed past medical bills and wage loss. While the jury found negligence on the part of Moothart, it did not find proximate cause with regard to Moothart’s negligence.

The jurors’ post-trial message to WSDOT was that it needed to develop a clear policy for identifying, reporting and promptly repairing pavement edge drop-offs so that others will not have to suffer serious injuries the way Mr. Moothart did.

Van Lear vs. State of Washington, et al.

November 2013

$3,750,000 settlement where defendant driver pulled onto a busy intersection on SR 2 and struck Plaintiffs who were on a motorcycle.  The SR 2-Flint Road intersection was unsafe because of the failure to provide a traffic light or otherwise reduce chaos at intersection. Both Plaintiffs suffered internal injuries and multiple fractures. 


Keith and Lisa Van Lear were severely and permanently injured at the intersection of State Route 2 and Flint Road near the Spokane Airport, the site of several crashes over the years.

The State’s overarching duty is to provide the travelling public with a reasonably safe road.  The State of Washington also has a duty to exercise care to correct a dangerous intersection. After years of complaints from nearby businesses, including Boeing, WSDOT chose to do nothing.
Over the course of the past 20 years traffic volumes have risen and collisions have continued; but nothing has changed.  Boeing had been so concerned about its employees’ safety here that it offered to pay for a traffic signal itself.

Ms. L had seen no other eastbound traffic on her left.  Intending to begin her left turn onto SR 2, she looked left, then right, then left again. A large truck in the outside lane with its right-turn signal activated began to slow down to turn onto Flint Road. She saw no other traffic approaching from her left, and began entering the intersection, looking now to her right at the westbound traffic that she was going to merge into.

At the collision site, the Van Lears’ motorcycle and the Jeep in the background.

At the collision site, the Van Lears’ motorcycle and the Jeep in the background.

Keith Van Lear hit his motorcycle’s brakes hard upon first seeing Ms. L’s Jeep Cherokee.  He left a skid mark, re-righted his bike and then braked hard again.  Despite his efforts, the front wheel of the motorcycle struck the left front wheel of the Jeep Cherokee.

Keith hit the windshield A-pillar on the driver’s side with tremendous force.  He was thrown to the pavement like a rag doll.  Lisa was catapulted through the air and onto the asphalt road surface, where the Jeep Cherokee then ran over her.  Eyewitnesses stared in horror as Lisa, trapped underneath the Jeep, was dragged across the highway.

Although a traffic signal would have provided protected movement for the Jeep, enabling Ms. L to turn left on a green light without fear of being struck by through traffic on SR 2, an inexpensive alternative to a traffic signal here was a right-turn deceleration lane, funneling eastbound traffic off to the right as a prelude to the right turn onto Flint Road, and opening up Ms. L’s view of traffic approaching on her left in the two through lanes.

The right-turn deceleration lane – a matter of compacted soil and asphalt – not only met WSDOT Design Manual standards, but WSDOT itself had mandated the installation of the right-turn deceleration lane here as part of the Intersection Plan it formally approved for this very location in 2002.

At the collision site, the Van Lears’ motorcycle and the Jeep in the background.

With the right-turn deceleration lane in place, Ms. L would have seen the approaching Van Lear motorcycle and waits as it passes until it clears the intersection. See below illustration of the deceleration lane that could have prevented the horrific collision and the Van Lears’ profound injuries.


Keith and Lisa sustained horrific, life-threatening injuries in the July 23, 2008 crash.  Keith sustained multiple severe orthopedic and internal injuries and complications from those injuries, including a closed head injury, a severe fracture of the right arm and wrist requiring open reduction and internal fixation, a severe liver laceration, a hemothorax, a damaged spleen necessitating a splenectomy, several fractured ribs, a left middle finger dislocation, and acute kidney failure requiring dialysis to remove massive fluid buildup.  As a result of the damage to his lungs, Keith developed traumatically-induced asthma.   He now becomes easily fatigued just walking up a short flight of stairs.

Keith remained in ICU for over four weeks after which he transferred to a full-time rehabilitation hospital in Idaho. While in ICU, he nearly died on a couple of occasions, and his doctors summoned his family and friends to say their goodbyes.   Keith remained on a full-time ventilator for two months.  He spent weeks in intensive rehabilitation in Idaho and then later at St. Luke’s in Spokane.  He remained wholly disabled and unable to work for more than six months.

Lisa Van Lear sustained a traumatic brain injury and multiple broken bones in the crash. Diagnostic imaging ordered at Sacred Heart Medical Center revealed blood in Lisa’s urine, a hemothorax, a fractured right clavicle, a fractured sternum, 10 separate rib fractures, multiple pelvic fractures, a fractured right sacrum, a fractured right acetabulum, fractures to the right L4 and L5 transverse processes, a left leg (fibular) fracture, a comminuted left foot fracture (i.e., medial navicula), an avulsion fracture of the cuboid (i.e., another foot bone) and a left wrist fracture. Lisa underwent multiple surgeries to stabilize her broken bones.

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