Transcript Highlights:

• So, Transportation Commission since 2019, the transportation commission has had 9 commission members
• We've got a very large transportation system that's we've got a larger transportation system that is,
• improvement projects.
• This is a very important program.
• Back to the Heartland Flyer and the programs we use for transportation.

Keywords: 914, all

Transcript Highlights:

• This transportation bill makes our transportation system smarter, safer, and more sustainable.
• Savings are redirected towards road construction, maintenance, and common-sense transportation programs
• program.
• transportation system.
• And then I look at transportation, and to me, the answer in transportation is a lot simpler.

Transcript Highlights:

• It was planned across multiple years for transportation programs, which historically had been funded
• this program.
• But then also improving our grant programs to be more accessible, easier to apply for, particularly for
• Asked the legislature to restore funding to the active transportation program to undo the cuts made last
• program and just stress that this is one of our. most effective transportation programs to provide people

Keywords: 988, house, all

Transcript Highlights:

• We have the presentation reports on transportation disadvantage disadvantage program MS Melissa Smith
• Today, individuals who are eligible for transportation services under certain health service programs
• Transportation disadvantage program that focuses on filling gaps while also providing trips the permit
• employee training program for community Transportation, coronation staff.
• So it says so transportation network companies like and water programs and things like back.

Keywords: 999, senate, all

Transcript Highlights:

• Both of these bills would result in major improvements to transportation accessibility for our residents
• Finally, improving the quality of transportation means giving people quality options and transportation
• Finally improving the quality of transportation means giving people quality options and transportation
• , and microtransit offers a nimble, effective way to fill transportation gaps and improve connectivity
• This bill creates a commission Fill transportation gaps and improve connectivity.

Keywords: 995, all

Summary: The committee heard testimony on a wide range of transportation bills focused on rural microtransit, commuter rail fares and service, rail electrification, climate alignment, and safety. Several speakers supported H. 4054 and related microtransit proposals, arguing that rural communities need stable, permanent funding for services like the Tri-Town Connector and Quaboag Connector, which have strong ridership, high satisfaction, and measurable economic and health benefits. Testimony also supported a commission bill to study microtransit funding and definitions, with witnesses emphasizing that current grant programs are helpful but short-term and insufficient for long-term service planning. A major theme was commuter rail equity and expansion. Boston-area officials and advocates backed bills to make all Boston commuter rail stations Zone 1A, citing large fare disparities between nearby stations in Hyde Park, Roslindale, and Readville. Related testimony supported studying an Orange Line extension from Forest Hills to Roslindale Square and expanding The Ride to Foxborough, as well as restoring commuter rail service to Cape Cod via Middleborough to Buzzards Bay and beyond. Speakers said these projects would improve access, reduce car dependence, and better serve neighborhoods and regions that currently face limited rapid transit options. Multiple panels urged action on electrification and climate-focused transportation planning, including H. 3726, the Freedom to Move Act, and bills to electrify commuter rail, buses, school buses, and public fleets. Advocates from environmental, transit, and public health groups said transportation is the state’s largest emissions source and argued that statutory goals, coordinated planning, and streamlined permitting are needed to speed decarbonization while improving safety, affordability, and reliability. The committee also heard support for a bill to streamline rail electrification permitting, a bill to exempt certain transit projects from MEPA review, and a bill to improve commuter rail pedestrian safety with gates, fencing, and warning devices at at-grade crossings. No votes were taken during the hearing.

Transcript Highlights:

• Under California's Active Transportation Program, ATP, bikeways funded through the program are already
• Program, dollars.
• So, and I think we see that in the Active Transportation Program.
• It doesn't create a new program and improves an existing program, and so from our perspective, a bus
• This program passed in this body in 2018 and was designed to reduce emissions from transportation network

Keywords: 988, house, all

Transcript Highlights:

• Program.
• These are local transportation organizations that receive funding through the program.
• Moving on to the Access for All program, created by SB 1376 in 2018, which focuses on improving transportation
• The LIFT platform improves... ...access to transportation for riders of all incomes and identities, especially
• The Transportation Authority and the SFMTA use these funds to improve road safety and muni transit services

Keywords: 988, house, all

Transcript Highlights:

• With other taxable bonds, we can fund the egg improvement program, livestock expansion, and our restructure
• <00:31:23.840> program, fund the egg improvement program, fund the egg improvement program
• Our transportation economic development infrastructure program, or TED, we're also asking for $2.5 million
• The transportation economic development infrastructure program, or TED, is where we pay for non-trunk
• the transportation economic development infrastructure<02:03:00.080> program<02:03:00.400>

Keywords: 1187, senate, all

Transcript Highlights:

• <00:48:22.800> program<00:48:24.079> uh, local road improvement program uh, local road
• improvement program uh, projects<00:48:25.520> and<00:48:26.000> 31<00:48:26.559> million
• <00:48:40.480> Program<00:48:40.960> or<00:48:41.280> Mercy service Improvement
• Program or Mercy service Improvement Program or Mercy program<00:48:42.160> dollars.
• <00:49:23.520> programs<00:49:24.240> and for transportation programs and for transportation

Keywords: 1183, house

Summary: The committee first approved the March 5 minutes, then heard a presentation from Balig Engineering on cost drivers for drinking water and wastewater infrastructure in small Minnesota communities. The testifier said most Minnesota communities are small, and that limited local staff, complex funding requirements, and the need to combine multiple funding sources make projects expensive and labor-intensive. He cited examples of aging infrastructure, including a Tracy street collapse and failing water mains, and said federal funding can help but often requires extensive reports that can cost tens of thousands of dollars and hundreds of staff hours. He also pointed to inflation, supply-chain disruptions, colder climate requirements, higher material and labor costs, limited competition among contractors and suppliers, and newer treatment requirements such as PFAS removal and cybersecurity controls as major cost drivers. Members asked whether reduced bonding or less frequent state funding would lower prices, whether annual bonding bills provide market certainty, how regionalization could be encouraged, and whether tightening specifications adds costs. The testifier said stopping work would likely drive contractors out of the market and reduce competition, which could raise prices later, and that consistent funding helps keep contractors in Minnesota. He said regional water systems such as Red Rock Rural Water and Lincoln Pipestone Rural Water are already helping lower costs and that legislators could encourage more regionalization through incentives. He also said some specifications and federal requirements, especially around treatment plant controls and cybersecurity, increase costs, though some standards like deeper water-main burial are necessary. The committee then moved on to the Minnesota Department of Veterans Affairs, where John Kelly began presenting the governor’s 2026 capital budget recommendations and described the department’s mission, statewide network of veterans homes and cemeteries, and service to nearly 300,000 veterans and dependents.

Transcript Highlights:

• Each project that we do on the improvement and preservation program side has a line in here.
• And, um, for the improvement program, for a lot of those improvement projects, if there's, uh, if the
• Transportation System Planning Coordination, is part of the Urban Mobility, Access, and Mega Programs
• Transportation System Planning Coordination, is part of the Urban Mobility, Access, and Mega Programs
• Another program we offer is called the L. Protector Program.

Summary: The committee first heard a presentation from WSDOT on balancing uncertainty in capital program estimates and cash flow management. WSDOT explained the differences between design-bid-build and design-build delivery, its tiered risk-assessment process by project size, and how it uses base estimates, inflation, and risk modeling to set budgets. Staff said design-bid-build estimates are generally accurate within about 1% across the program, while design-build projects carry much wider uncertainty and are better communicated as ranges; they cited a P85 budget approach and noted that large, complex projects can be affected by market competition and long procurement timelines. Members asked about the Columbia River Bridge cost growth and about value engineering, and WSDOT said it uses value engineering but has limited scope to cut costs because of project requirements and policy mandates. Troy Swing also discussed cash flow, noting that a few large projects can significantly affect biennial funding needs, and said a risk pool would not reduce overall program risk but could help manage timing if paired with appropriation and cash-flow controls. The committee then received the final presentation in the WSDOT Project Delivery and Innovative Practices study from HKA Global. The consultant said WSDOT’s estimating practices are generally robust and recommended improving transparency by presenting budget authorizations as ranges or estimate classes, better tracking estimate growth over time, and adjusting advertisement timing to avoid competing lettings. The report also discussed surety bonding, suggesting the legislature consider restoring authority for reduced bonding on select large design-build projects or using phased bonding and alternative securities. On indefinite delivery/indefinite quantity contracting, the consultant said current job order contract rules are restrictive and recommended legislative changes to make such tools more usable, especially for smaller tasks and to help use unspent funds more flexibly. The committee also heard a follow-up presentation on transit-oriented development policy recommendations tied to HB 1491. The Urban Institute’s Yona Freemark said Washington has been a national leader on TOD but that housing construction, especially in the Puget Sound, has slowed sharply since 2022. He said rising construction costs, high financing costs, and local tax and rent conditions are making many TOD projects infeasible, and recommended that the state fill infrastructure funding gaps around stations, revisit MFTE affordability requirements, consider minimum rather than average density requirements near transit, and create a statewide system to track TOD outcomes such as affordability, gentrification, and transit access. Members questioned the study’s developer interviews, the role of rent control and crime, property tax assumptions, and parking needs; the presenter said the study included five private developers, that rent control was not part of the study scope, and that parking was included in the model assumptions. Finally, the committee began a presentation on regulating emissions from ocean-going vessels at berth. Staff and consultants described California-style at-berth rules, which require shore power or equivalent emissions controls so ships can shut off diesel auxiliary engines while docked. The study is examining vessel traffic, emissions reductions, implementation costs, labor and operational needs, and possible effects on port competitiveness and cargo diversion. No votes or formal actions were taken during the meeting.

Transcript Highlights:

• to improve their transportation facilities.
• This program assists counties with funding for improvements to transportation facilities, including transit
• The last program I will talk to you about today is the Transportation Regional Incentive Program, or
• This program assists counties with funding to improve regionally significant transportation facilities
• billion for local transportation improvement projects.

Summary: The Senate Transportation Committee met and first received an update from FDOT on the Sun Trail shared-use nonmotorized trail program. FDOT said the program, created in 2015 and expanded by 2023 legislation, now includes connections to the Florida Wildlife Corridor and received a one-time $200 million appropriation plus increased annual funding. The department reported programming about $180 million of that funding, completing 42 construction projects totaling nearly 95 miles in 21 counties, and installing trail counters and QR-code surveys to measure usage and economic impact. Members expressed support for the program and asked no substantive questions. The committee then heard a presentation on FDOT’s locally administered state transportation funding programs, including SCOP, SCOPM, SCRAP, SIGP, and TRIP. FDOT explained these programs support local roadway resurfacing, bridge repair, drainage, paving unpaved roads, and safety or capacity improvements, with varying state match levels depending on the program and eligibility. FDOT said its adopted five-year work program includes more than $1.4 billion for local transportation improvement projects. A member asked whether toll revenues from Miami-Dade, Broward, and Palm Beach counties fund these programs; FDOT said it would research the funding source and follow up. The committee’s main discussion was a panel on advanced air mobility (AAM), including FDOT and industry representatives from Supernal, Joby, Atlantic Aviation, Hillsborough County Aviation Authority, and Eve Air Mobility. FDOT described its AAM planning work, advisory committee, local government guidebook, and upcoming training, while panelists emphasized Florida’s leadership, the likely use of existing airport and heliport infrastructure first, and the expectation that private investment will fund much of the early vertiport buildout. Members raised concerns about community acceptance, privacy, zoning, airspace congestion, security, and lessons from scooters and drones. Panelists repeatedly stressed a “crawl, walk, run” rollout, local government coordination, multimodal connectivity, and public outreach. No votes were taken, and the committee adjourned after the panel.

Transcript Highlights:

• for local agencies to improve their transportation facilities.
• This program assists counties with funding for improvements to transportation facilities, including transit
• The last program talk to you about today is the Transportation Regional Incentive Program or trip this
• program assists counties with funding to improve originally regionally, significant transportation facilities
• transportation improvement projects.

Keywords: 999, senate, all

Transcript Highlights:

• The grant program is also a fundamental element of Washington's transportation electrification strategy
• The grant program is also a fundamental element of Washington's transportation electrification strategy
• Across all these programs, we have worked really hard to make continuous improvement to reach outcomes
• Next up is the Green Transportation Capital Grant Program, which is a competitive program.
• supporting these car share programs in underserved communities where access to public transportation

Keywords: 904, all

Summary: The House Transportation Committee held a work session focused heavily on Climate Commitment Act transportation spending and electrification programs. Staff first reviewed roughly $2.2 billion in CCA transportation allocations over three biennia, noting that the largest shares went to public transportation, active transportation, ferry electrification, ZEV programs, rail freight/ports, and planning, with about half of the electrification and fuel-conversion spending tied to state ferries. Members asked for more detail comparing CCA dollars with the broader transportation budget and for total project costs, not just CCA contributions. The Department of Ecology presented on the zero-emission school bus program. Ecology said the legislature codified the program in 2024 and requires electric buses once diesel and electric costs are equivalent, with exemptions available when electric buses cannot meet district needs. Ecology reported $38.3 million in CCA funding for 2025-27, with $21.4 million already obligated or spent to replace 91 diesel buses in 28 districts, plus additional federal EPA funding leveraged for 13 more buses. Members asked about health impacts, parity timing, rural route exemptions, charging and training costs, and whether the program includes infrastructure; Ecology said the grants cover buses, charging, and sometimes training, and that the Office of Superintendent of Public Instruction is developing the cost-equivalency formula. The Department of Commerce described its clean transportation role, including EV rebates, charging infrastructure, tribal electric boats, and the EV Coordinating Council. Commerce said its rebate program was designed to lower monthly payments for low-income households, that 89% of recipients said the rebate was essential to their purchase, and that lease incentives helped draw additional federal dollars. Members asked about tribal boat details, utility interconnection and curtailment, range anxiety, and vandalism at charging stations; Commerce said battery storage and managed charging are being used in some projects, some utilities are more responsive than others, and vandalism remains a challenge. The Department of Enterprise Services reported 567 Level 2 and 46 Level 3 charging ports installed at 82 state sites, with 19 more sites in progress and over $100 million in additional candidate projects. DES said most funding is for new infrastructure, though some VW settlement money is used for replacements, and members asked about charger replacement needs, mobile charging, and EV fleet purchasing data. WSDOT then outlined its EV infrastructure and transit programs. It said the Zero Emission Vehicle Infrastructure Partnership program has funded 23 new charging sites this biennium, including overburdened communities and tribal locations, and has supported 264 DC fast-charging ports statewide. WSDOT also described the new Washington Zero Emission Incentive Program, a point-of-sale voucher program for zero-emission commercial vehicles and equipment with $112 million available this biennium; it reported strong early demand, especially for off-road equipment and heavy trucks, and said technical assistance is being provided to help businesses participate. In public transportation, WSDOT said CCA funds support bus and bus facility grants, commute trip reduction, green transportation capital projects, paratransit, tribal transit, zero-emissions access car share, and other mobility projects, with most awards benefiting overburdened communities. Finally, WSDOT’s rail freight and ports division said port electrification projects are underway but spending is still low because of long design, permitting, utility, and supply-chain timelines; it estimated the $89.8 million program could reduce more than 140,000 metric tons of emissions over 10 years. Members questioned the pace of spending, the Northwest Seaport drayage project, and how state funds can leverage additional federal or port resources.

Transcript Highlights:

• It provides the State Transportation Commission with the authority to issue up to $1.5 billion in transportation
• It left House Transportation with some...
• Our Transportation Commissioner is Ms.
• Clark to discuss with you what's on page 9, which starts with the Transportation Improvement Program,
• I'm going to present our STIP, which is our Statewide Transportation Improvement Program.

Transcript Highlights:

• We were losing transportation.
• Members, under section 21.105 of the Transportation Code, the Texas Transportation Commission.
• HB 3080 allows funds from the Governor's Truste program to be used for the construction and improvement
• In addition, all of our goods and transported are transported across these roads, which will increase
• program as well.

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• But right now, the funding to make the needed improvements to the state's transportation system is far
• Improving New Mexico's transportation system is not just about smoother roads or shorter commutes.
• I'm new on transportation.
• Improvement Plan.
• This should be more inclusive as to what we're doing with the State Transportation Improvement Plan.

Keywords: 996, all

Summary: The committee first heard TRIP’s annual New Mexico transportation report from Carolyn Boniface Kelly, which described deteriorating roads and bridges, congestion, safety concerns, and a large transportation funding gap. The report said more than half of major roads statewide are in poor or mediocre condition, over 170 bridges are rated poor, congestion costs drivers significant time and money, and traffic crashes and road conditions impose billions in annual costs. Members broadly agreed the report underscored the need for more stable transportation funding, with several noting the state’s recurring underinvestment and the safety risks to motorists, pedestrians, and bicyclists. The committee then took up Senate Bill 2, a transportation bonding and revenue package. Senator Gonzales and Governor’s office and NMDOT representatives said the bill would authorize about $1.5 billion in additional bond debt for ready-to-go highway projects, while also increasing certain motor vehicle excise, registration, weight-distance, and EV-related fees to help support debt service and transportation funding. Supporters, including contractors, the Greater Albuquerque Chamber, the Department of Finance and Administration, and transportation officials, argued the bill would improve safety, economic development, project delivery, and funding stability, and help preserve federal dollars. Opponents, including the Rio Grande Foundation and some committee members, objected to the tax and fee increases, argued the state should use existing surpluses or other funds instead, and raised concerns about impacts on families, businesses, and local governments. Committee members questioned how projects would be selected, how the new fees were calculated, how EV surcharges would work, and whether local government distributions would be affected. NMDOT said the projects would be reported to the legislature annually, selected using crash data, asset management, and project readiness, but bond approval would remain with the State Transportation Commission. After debate, Representative Romero moved do pass on SB 2 as amended, Representative Hochman-Vigil seconded, and the committee approved the bill 7-2, with Representatives Brown and Dow voting no and several members expressing reservations despite supporting the need for transportation investment.

Transcript Highlights:

• <00:02:44.000> transportation<00:02:44.720> system,<00:02:45.440> better improved
• transportation system, better improved transportation system, better pavements,<00:02:46.160> and
• Active transportation improvements make our communities nicer places to live and visit, generating economic
• Active transportation transportation.
• federal um transportation agency. federal um transportation agency.

Keywords: 1187, senate, all

Transcript Highlights:

• in passenger transportation.
• the program.
• Moving on to the Access for All program created by SB 1376 in 2018, which focuses on improving transportation
• The Lyft platform improves access to transportation for riders of all incomes and identities, especially
• The Transportation Authority and the SFMTA use these funds to improve road safety and Muni transit services

Summary: The hearing focused on transportation network companies in California, with the chair framing it as an informational hearing on the history, regulation, safety, climate, accessibility, and data issues surrounding Uber, Lyft, and smaller or autonomous TNC services. The CPUC described its decade-long regulatory role, including safety rules, background checks, insurance requirements, reporting obligations, and two major legislative programs from 2018: the Clean Miles Standard and the Access for All program. Members asked about complaint trends, data collection and disclosure, program implementation, and how the CPUC uses annual reports for policymaking, compliance, and program oversight. Uber and Lyft said the statewide framework has supported growth while providing safety and access benefits, but both companies emphasized that insurance is a major cost driver and argued that California’s UM/UIM requirement is unusually high compared with other vehicles. They said the Clean Miles Standard is pushing electrification but faces headwinds from EV affordability and charging infrastructure, while Access for All has expanded wheelchair-accessible service but still needs continued support. They also discussed transit partnerships, wildfire response, and the potential role of autonomous vehicles, with both companies saying human drivers will remain important and that future regulation should account for new technology. The final panel, including the San Francisco County Transportation Authority and UC Berkeley researchers, presented evidence that TNCs have increased congestion and reduced transit ridership, especially in dense urban areas. They described prior research showing TNCs contributed to congestion growth in San Francisco and noted that this work helped spur local taxes on ride-hailing trips to fund safety and transit improvements. The panel also discussed the CPUC’s evolving data-disclosure decisions, arguing that public access to TNC trip data is important for understanding transportation impacts and informing local policy.

Transcript Highlights:

• Transportation committee and transport Transportation committee and bills<00:12:25.639> that<
• The first page says Transportation Agencies and Programs.
• Transportation Agencies and Programs. Mr.
• Transportation agencies and programs. Mr.
• Transportation agencies and programs. Mr.

Keywords: 1187, senate, all

Transcript Highlights:

• Also troubling is how this program is being implemented.
• There is no structure identified to administer the program.
• It shouldn't subject infrastructure programs that enhance mobility, support commerce, and improve safety
• capital improvement projects.
• Our members advocate for improvements to Minnesota's transportation system that will make it safer and

Keywords: 919, house, all

Summary: The committee took up House File 748, a bill revising Minnesota’s transportation greenhouse gas and vehicle miles traveled (VMT) impact assessment requirements for trunk highway projects. The chair first moved and adopted the A2 author’s amendment and then the A3 amendment, which was described as adding implementation time and project exemptions when federal dollars are available. The bill author explained that the measure responds to concerns from stakeholders that the current law can force costly mitigation, delay or stop safety and capacity projects, and create uncertainty because key implementation details are still being developed by a technical advisory committee. Testimony was split. County and city engineers, county commissioners, the Minnesota Transportation Alliance, and the Coalition of Greater Minnesota Cities generally supported the bill, arguing that the current requirements can add 20% to 40% or more to project costs, are difficult to administer, and could jeopardize critical safety improvements, congestion relief, and federal funding. They cited examples such as Scott County and Trunk Highway 65, and said VMT mitigation is especially hard to quantify and fund. Opponents, including Move Minnesota and Sierra Club, argued that safety and climate goals are not in conflict, that reducing driving can save lives and reduce pollution, and that the bill would weaken an important tool for cutting transportation emissions. Members also asked about how GHG and VMT are measured, whether the required assessment was ready, and who would be responsible for mitigation assets and costs. After discussion, the committee held a roll call vote. The bill, as amended, passed 8-7 and was moved to the General Register.