The data

Commercial driver training in Washington, measured

Everything below is computed from public records — the federal Training Provider Registry, Washington's eligible training provider list, Career Bridge outcome data published by the Workforce Board, and the L&I apprenticeship registry. Every figure on this page is queried live from our corpus rather than typed, so it cannot drift from what we actually hold.

Take it. The extracts below are free, need no account, and carry no conditions. If something here is wrong we would rather hear about it than not, and info@drivertrack.ai reaches a person.

Registered is not the same as available

The most consequential number here is the gap between the first row and the last. A planning discussion that starts from the federal registration count overstates public training capacity by roughly eight times.

Locations on the federal Training Provider Registry: 625
…that enroll members of the publicrather than one employer's own staff: 130
…that deliver Class A behind-the-wheel training on public roads: 73
Programs open to the public: 191
…that report outcomes to the state27% of them: 51
…that a WIOA Individual Training Account can pay for: 161

What the federal registry says today

FMCSA removed roughly 3,000 training providers nationally on 1 December 2025 and about 3,800 more in January 2026, and served notice on thousands of others. We reconcile every location we hold against the live registry; these are Washington's.

Listed: 596
Notice of proposed removal issued49 CFR 380.723(b) — the provider must tell its own current and scheduled trainees: 23
No longer on the registrytraining taken there now cannot count toward a license: 6

Where the training is, and is not

no training1–2 programs3–67 or more

17 of Washington's 39 counties contain no CDL program open to the public. Straight-line distance to the nearest one runs to 60 miles, but mileage is the wrong measure where a ferry or a mountain pass lies between — the nearest program to Jefferson County is across Puget Sound.

We hold supply, not demand. We cannot say whether those counties lack training because there is no freight work in them or because the work is unserved, and we will not publish a modelled figure that would let a reader mistake one for the other. A request for Washington job-posting data is outstanding with the National Labor Exchange Research Hub. County-by-county detail.

Four findings worth a policy conversation

Almost nothing qualifies for Workforce Pell, and the reason is the timetable

Workforce Pell became available on 1 July 2026 for programs of 150–600 clock hours delivered over 8 to fewer than 15 weeks. Washington requires a minimum of 160 clock hours for Class A, which clears the floor comfortably. Of the 97 Washington programs that publish a length, 91 run four weeks or fewer and 1 falls inside the eligible window. The same course delivered at 20 hours a week over eight weeks would qualify. Washington has also not yet published the Governor's approval process the program requires, so no program here can be approved regardless of its schedule.

One of 213 registered apprenticeships is commercial driving

Of 213 registered apprenticeship programs in Washington covering roughly 500 occupations, exactly one is commercial driving: the Washington Construction Teamsters Apprenticeship Committee, occupation TruckDrvr,Hvy,Const, a 3,000-hour term with wage steps from $28.27 to a journey rate of $40.38 (L&I standard 0231). Registered apprenticeship is the only route by which CDL training reaches the Washington College Grant, and an apprentice earns while training rather than paying to train.

Price does not predict placement

Across the 41 Washington providers publishing both tuition and employment outcomes, the correlation between price and placement is r = 0.20 — weak, and not significant at that sample size. Completion is bunched near the ceiling, with a median of 95%, and separates almost nothing; second-quarter employment has a median of 81% and spans 21% to 100%. Employment is where programs genuinely differ.

Nobody publishes which school a carrier actually hires from

We surveyed 34 national and regional platforms serving drivers, employers and schools. None publishes a verified relationship between a specific training provider and a specific employer. The organizations with the reach to do it are generally compensated per enrollment, and publishing comparative outcomes would reduce that revenue — which makes the gap structural, and therefore the kind a public body can usefully close. We currently hold 175 such relationships, each carrying a provenance record.

Take the data

Comma-separated, one row per thing, regenerated whenever the corpus changes.

Method, and what we refuse to do

Every published claim carries a source, and where the source is a page rather than a dataset it carries a verbatim quotation from it. We hold 1033 provenance records. An assertion we cannot ground does not get published, and where two sources disagree we show both rather than picking a winner.

We do not model, estimate or impute. Several figures on this page would be more impressive with a proxy behind them and less true, and the difference matters more to us than the impression does. Where we do not know something, this site says so.

On neutrality: DriverTrack.org is affiliated with DriverTrack.ai, a for-profit selling software to CDL schools. Our ranking and matching systems cannot read which schools are its customers. That is a database permission asserted on every change, not a policy commitment — the ranking role has no grant on the schema holding customer data, and a test fails the build if that ever stops being true.