This bill creates a new statutory program to assess and mitigate aviation-related air quality and noise impacts in communities near airports. It adds new sections to state law (sections forming a new chapter in Title 53 RCW and a new section in chapter 43.09 RCW) requiring studies, mapping, a mitigation plan and community engagement, pilot projects, an RFP and grant program, and a state auditor evaluation of past “port package” noise retrofit work. It defines terms such as aviation-impacted communities, aviation-related air quality and noise impacts, mitigation strategies, and qualifying port district for the purposes of the new chapter. The bill directs the University of Washington DEOHS to develop exposure maps, assess indoor and outdoor air and noise, and create a science-based evaluation approach by June 1, 2027 and every two years thereafter. The Department of Commerce must convene a work group by January 1, 2027 to produce a mitigation plan (first plan due October 1, 2027, then biennially) and a community engagement plan, and must post materials online. King County Public Health, Puget Sound Clean Air Agency, and UW DEOHS must implement and evaluate one-year mitigation pilot projects and report by December 1, 2027. The Department of Commerce must develop an RFP to solicit mitigation projects, administer a grant program prioritizing use of the state aircraft noise and air quality mitigation account created in Senate Bill No. 6240 (Laws of 2026), and use the RFP criteria to award grants. Qualifying port districts are required to expend funds, including from port district equity funds and grants, in affected areas to mitigate impacts and remedy deficient noise mitigation retrofits; ports may contract with nonprofit and other entities. The Office of the State Auditor must complete a comprehensive evaluation of Port of Seattle and FAA noise retrofit work by July 1, 2029. Legally, the bill is primarily procedural and programmatic: it creates new duties for agencies, a grant and RFP process, work group and mitigation planning requirements, and an audit obligation. It does not create a criminal offense or change criminal penalties in the provided text. The act includes a severability clause. Important portions are missing or incomplete in the provided extracts: the text of section 6 is cut off, the chapter number for the state aircraft noise and air quality mitigation account created by Senate Bill No. 6240 is not given, and the full contents of sections 1, 4, and 5 and other implementation details are not included here.

If enacted, the bill will require the University of Washington and public health agencies to map and regularly measure air and noise exposures near airports, run short-term pilot fixes, and use those results to drive a Commerce-led work group that must produce a mitigation plan and an RFP to fund wider projects. That will put direct pressure on the Port of Seattle and other qualifying port districts to spend money to fix deficient “port package” noise retrofits and to fund other mitigation actions in the affected cities and neighborhoods (Burien, Des Moines, Federal Way, Normandy Park, SeaTac, Tukwila, Beacon Hill). Local health agencies, community organizations, and the Puget Sound Clean Air Agency will take on new study, pilot, and reporting roles, while the state auditor will evaluate past retrofit work and can request port records, raising the likelihood of audit findings and follow-up remediation. The practical funding and responsibility shifts are that Commerce must run a grant program prioritizing the state aircraft noise and air quality mitigation account created in 2026, qualifying port districts must expend their own equity funds and any awarded grants to follow the mitigation plan, and eligible community groups, municipalities, ports, and researchers can apply for grants using an RFP tied to the pilots. Costs and administrative burdens will likely increase for ports and local agencies because of required spending, contracting, pilot evaluations, reporting, and responding to an audit; communities may see new mitigation projects if grants are awarded. Important details are missing from the provided text—such as the full content of section 6, the exact account chapter number, the scale of available funding, and the specific pilot measures—so the timing, scale, and exact obligations remain uncertain.