HB 2715 allows Washington port districts and port development authorities to use public funds to purchase zero- or near-zero emission cargo handling equipment and supporting infrastructure for their own use or for tenants/lessees. It specifically prohibits using these funds for fully automated marine container handling equipment (defined as remotely operated systems with minimal human control). The bill applies directly to port districts, their authorities, and their tenants, aiming to promote cleaner port operations while restricting fully automated systems. The policy change expires on December 31, 2031.
SB 6132 allows select inland port districts meeting specific property value thresholds (total taxable value of $6-7 billion, with an increment area valued under $150 million) to borrow an additional 0.25% of their taxable property value for rail, power, and other critical public infrastructure projects. This targeted adjustment modifies existing debt limits in RCW 53.36.030 to maintain eligibility for federal infrastructure funding that would otherwise be lost under current caps. The bill requires districts to have established an increment area under state law and use funds exclusively for qualifying public improvements. It does not require voter approval for this additional borrowing capacity, directly affecting qualifying port districts seeking federal infrastructure support.
SB 5995 allows Washington port districts to use allocated funds for purchasing zero or near-zero emission cargo handling equipment and related infrastructure for port operations or their tenants. It specifically prohibits using these funds for fully automated marine container handling equipment (defined as remotely operated with minimal human control). The bill applies directly to port districts and their tenants/lessees, changing how they may allocate public funds for equipment purchases. The policy change is effective until December 31, 2031.
HB 2245 updates definitions in Washington's Clean Energy Transformation Act to clarify rules for consumer-owned utilities, including municipal utilities, port districts, and cooperatives. It adds specific definitions for eligible biomass energy sources (excluding treated wood and municipal waste) and "energy transformation projects" like home weatherization, electric vehicle incentives, and renewable hydrogen infrastructure. These changes help these utilities comply with clean energy requirements by defining key terms used in rate-setting and project eligibility. The bill amends existing sections of state law (RCW 19.405.020 and 19.405.100) but does not create new programs or funding.
House Bill 1923, known as the "Mosquito Fleet Act," aims to increase the availability of passenger-only ferry services in Washington state. The bill expands the types of local governmental entities, such as counties, port districts, and public transportation benefit areas, that can establish passenger-only ferry service districts. These districts would be empowered to establish, finance, and operate passenger-only ferry services, including purchasing or leasing vessels and dock facilities. Before providing service, each district must develop an investment plan detailing proposed services, projected costs, and funding sources, ultimately impacting residents who rely on ferry transportation.
HB 1652 requires ocean-going vessels operating within three nautical miles of Washington's shoreline to use low-sulfur fuel (max 0.1% sulfur) in all engines and auxiliary boilers starting January 1, 2028. It directly affects commercial vessels over 400 feet long, over 10,000 gross tons, or equipped with large marine engines, excluding tugboats and tank vessels meeting specific size criteria. The bill mandates detailed record-keeping of fuel types, sulfur content, and fuel-switching procedures during port visits. These requirements aim to reduce harmful air pollution from vessel emissions near Washington communities and shorelines.
HB 1058 creates tax credits for eligible railroads to fund infrastructure improvements. It directly affects small regional railroads (class II/III), public entities like ports/cities, and industrial property owners with rail spurs in Washington. The bill provides a 50% tax credit on qualified expenses for maintenance, new rail development, or modernization projects (e.g., track upgrades, bridges, safety equipment), with annual limits of $500,000 per taxpayer and a total $8 million statewide cap. Credits can be carried forward for up to five years or transferred to other eligible taxpayers.
SB 5649 establishes the Washington state supply chain competitiveness infrastructure program to enhance the state's ability to compete in global trade. The bill creates a collaborative process involving state agencies and various supply chain stakeholders to set priorities for infrastructure investments. It also creates a dedicated account in the state treasury to provide grants and revolving loans. These funds are for public ports and federally recognized tribal governments with port operations, to improve ground and maritime transportation and facilities. Projects must align with goals such as economic, safety, or environmental benefits for freight movement, and sustaining international trade.
HB 1860 creates a new state program to fund infrastructure projects that improve supply chain efficiency for Washington's ports and tribal governments with port operations. It establishes a dedicated account in the state treasury to provide grants and loans for projects like upgrading transportation facilities, warehouses, and maritime infrastructure. The program requires projects to align with specific goals, including supporting agricultural and industrial product movement, reducing community impacts from freight traffic, and enhancing international trade connections. Funding will be administered by the Department of Commerce in collaboration with port authorities and other stakeholders, with projects needing to be included in existing port freight development plans.
HB 1823 updates Washington’s Transportation Improvement Board rules and funding processes. It requires counties, cities, or transportation districts to provide written certification of local/private funding within one year of project approval, or funds may be reallocated. The bill clarifies board membership requirements, including population thresholds for city/county representatives and specific roles for transit, port, and active transportation advocates. Projects must align with the Growth Management Act, Clean Air Act, and other transportation planning standards to qualify for funding. These changes directly affect local governments seeking state transportation funds.
