Transcript Highlights:

• Obviously, one of the questions I have is: the state, with the state court temporarily requiring DMV
• And then that, of course, tees up my other question, which is the funding for the road system has historically
• And then that, of course, tees up my other question, which is the funding for the road system has historically
• It's a coalition of 20 states that are pulling funds together to research what we can do in this space
• The state in the past has done a lot of toll, excuse me, the state has supported a lot of our local partners

Summary: The Senate Committee on Rules met to consider several governor’s appointments, bill referrals, a rule waiver, and floor acknowledgments. The committee approved multiple appointments not required to appear, including members of the Board of Behavioral Science, the Contractors’ State License Board, and the Medical Board of California, with most votes either 3-2 or 5-0. It also approved a reference of bills to committees, a waiver of SR 55 to allow guests on the Senate floor for an adjourn-in-memory of former President Pro Tempore John Burton, and floor acknowledgments, all by 5-0 votes. The committee then heard testimony on the appointment of Dina El-Tawansy as Director of Caltrans. In her opening remarks, she emphasized her 28 years at the department, and said her priorities would be safety, equity, climate resilience, economic prosperity, workforce development, and a multimodal transportation system. Senators questioned her on a range of transportation issues, including impacts from federal and state disputes over immigrant truck drivers, the Highway 58 truck climbing lane, DBE certification changes, asphalt recycling and waste disposal, climate adaptation on coastal infrastructure, and the future of road funding as electric vehicles reduce gas tax revenue. El-Tawansy said Caltrans is pursuing project prioritization, climate vulnerability assessments, partnerships with local governments, DBE reevaluation guidance, recycling efforts, and research into road user charges. Members also asked about toll lane agreements, homelessness encampments and litter on Caltrans property, and the Los Angeles-San Diego rail corridor and broader transit integration. El-Tawansy said Caltrans is moving toward more consistent statewide toll agreements, has signed or is negotiating delegated maintenance MOUs with local agencies to address encampments and litter, and is expanding rail and transit planning. Public testimony was overwhelmingly supportive, with representatives from transportation agencies, contractors, local governments, labor, and technology firms backing the nomination. The committee voted 5-0 to move El-Tawansy’s appointment to the full Senate for confirmation, and then adjourned.

Transcript Highlights:

• Many of these projects throughout the state do not meet regional qualifications for legacy funding.
• So when timber is harvested in the state of Minnesota, the funding goes towards the forest management
• Agate has a small amount of funding left over from the state funding that the state gave them, but the
• in remaining funds from our state<00:46:05.120><c> appropriation.
• </c><01:01:39.040><c> for</c> Um we want to thank the state for Um we want to thank the state for funding

Committee: Senate Capital Investment

Transcript Highlights:

• </c><00:03:42.920><c> is</c> ATVs uh on designated public roads is ATVs uh on designated public roads
• As a member of the State Board, I've traveled around the state to look at different trail opportunities
• </c> right here in Neely just down the road right here in Neely just down the road and<00:07:45.960><
• across the state of Minnesota.
• of</c><00:16:28.519><c> Minnesota</c> the roads across the state of Minnesota the roads across the state

Bills: HF2066 , HF340 , HF341 , HF566 , HF2107 , HF2130

Committee: House Transportation Finance and Policy

Transcript Highlights:

• uh state level typically funded through uh state level grants,<00:03:30.640><c> but</c><00:03:30.879>
• </c> reallocation of funds to other states. reallocation of funds to other states.
• </c> impact on our road fund than than the impact on our road fund than than the conversion<00:48:05.599
• I'm just worried about our road fund, gentlemen.
• </c><00:50:36.720><c> fund</c> much greater impact to the road fund much greater impact to the road fund

Summary: The Budget Review Subcommittee on Transportation met on July 15, 2025, approved the June 4 minutes, and heard updates on aviation and riverport funding programs. Commissioner Mark Carter of the Kentucky Department of Aviation reported on the $200,000 grants for general aviation airports included in House Bill 1, saying the money is being used mainly for hangar projects, fuel trucks, parking lot resurfacing, airport equipment, crew cars, and public education efforts. He said about 25 hangar-related projects were reported, with an estimated 60 T-hangars and four or five box hangars supported, and noted that the grants are often used to match federal funds. He also said the state’s jet fuel tax revenue generates about $23 million annually, up from about $19 million in 2021, and that most airports are now compliant with the ADS-B/VOR-related reporting system required in budget language, which has improved reported operations and may help airports qualify for FAA grants. Members asked about the pace of airport projects, the limited number of contractors for hangar construction, and whether airports could finance hangars themselves. Carter said timing has generally been good, though federal projects have slowed somewhat and contractor capacity remains a challenge, and he said there is no statute preventing airports from financing part or all of a hangar project. Questions also focused on the long-term need for hangars and the effect of the jet fuel cap, with Carter saying general aviation airports still have significant hangar demand and rely on state assistance because hangars are a key revenue source. Jeremy Edgeworth of the Transportation Cabinet and Brian Wright of the Kentucky Association of Riverports then reviewed riverport projects funded through House Bill 265 and House Bill 1. Edgeworth said the cabinet’s riverport grant program awarded $500,000 in each of fiscal years 2025 and 2026 for 13 projects under an 80/20 match, and that House Bill 1 provided $7.5 million per year for public riverports with no local match. He described completed or underway projects at multiple ports, including equipment replacements, dock and road repairs, material handling upgrades, mooring cell rehabilitation, and a waterline loop at Owensboro. He said $12.6 million of the KPRCM funds had been awarded across 20 projects, with about $2.4 million still to be awarded later in the fall. Wright said the riverport investments are helping ports replace aging assets, expand capacity, and match federal dollars, but he also said the statewide capital need remains large, with the current list of top projects already in the $90 million range and longer-term needs still estimated at $60 million to $90 million. Members asked about timelines and future needs, and Edgeworth said many of the larger projects will take two to five years because of permitting and coordination with the Army Corps of Engineers. No additional votes or formal actions were taken beyond approving the minutes.

Transcript Highlights:

• As State Representative for the Fifth Essex District.
• I will support the Constitution of the United States.
• Of this funding, $200 million will be distributed Of this funding, $200 million will be distributed to
• And as well as the fund safeguards that protect bondholders.
• Transportation projects funded through the CTF bonds are backed by revenue from drivers and road users

Transcript Highlights:

• funds that are needed in the state for our transportation systems.
• What is the funding mechanism and so forth?
• And many of those mitigation options are not effective in Greater Minnesota, with no state funding currently
• And many of those mitigation options are not effective in greater Minnesota with no state funding currently
• Addressing road safety concerns, Mr.

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.

Transcript Highlights:

• But they shall not be required to recover the funds that simply pass through the state onto a federal
• And the restitution fund has become more common practice in other states.
• So the Secretary of State looks at it and says, okay, I need to fund elections and I need to fund securities
• ACDino, State Public Advocate. These two bills are both asking for new funds.
• ACDino, State Public Advocate. These two bills are both asking for new funds.

Committee: House Special Committee on Intergovernmental Affairs

Transcript Highlights:

• It was my understanding that Canada and Washington State measured the length of those for road use in
• Mark O'Leos, State Senator from the 21st District.
• But there are other areas within the state.
• That means the preservation of local roads funded in part by transportation benefit district fees.
• Have your vehicles do more damage to the roads.

Summary: The committee held public hearings on several transportation bills. ESSB 6262 would raise the maximum vehicle weight subject to transportation benefit district vehicle fees from 6,000 to 9,000 pounds for vehicles subject to gross weight license fees; the sponsor and city representatives said it would close a loophole, make fees more equitable, and help fund road maintenance, while the fiscal note was described as indeterminate. SB 5824 would clarify how fifth-wheel travel trailers are measured, aligning Washington with other states and supporting RV dealers; the bill drew support from the RV industry. SB 6110 would exclude certain faster electric vehicles from the e-bike definition and create a Department of Licensing work group to recommend a framework for electric motorcycles; testimony generally supported the effort but urged clearer e-motorcycle definitions and earlier work-group action, with some concern about youth safety and local enforcement. SB 5833 would allow a person to leave a vehicle running for up to 30 minutes to heat or cool a pet inside, with locking and brake requirements; the sponsor and a sheriffs’ association witness discussed balancing pet safety with auto-theft concerns, and the committee heard no fiscal impact. The committee also heard ESSB 6066, which would establish crash prevention zones in areas with unusually high serious-injury or fatal-crash rates, initially for a specific stretch of U.S. 395 and later more broadly beginning in 2029. The bill would allow local governments and WSDOT to designate zones, conduct engineering and traffic studies, increase enforcement, use speed cameras in the zones, and dedicate related revenues to safety improvements; supporters from Pasco and county risk pools backed the approach, while the sponsor asked for broader geographic coverage. ESSB 6311 would require continuous, accessible pedestrian passage during construction near hospitals, parks, and school routes, with temporary routes, safety plans, inspections, and enforcement tools such as stop-work orders and penalties; the sponsor said it was modeled on local practices and aimed at protecting pedestrians during construction, and contractors and transportation advocates supported it with a requested amendment clarifying design responsibility in design-bid-build projects. No votes were taken; the chair closed each public hearing and adjourned the meeting after testimony.

Transcript Highlights:

• It was my understanding that Canada and Washington State measured the length of those for road use in
• Mark O'Leos, State Senator from the 21st District.
• There are other areas within the state.
• And that means the preservation of local roads funded in part by transportation benefit district fees
• Your vehicles do more damage to the roads.

Committee: House Transportation

Transcript Highlights:

• The next three lines, you'll see the state funding.
• There's some previous state funding, and then the projected toll amount... ...in funding from Oregon.
• There's some previous state funding, and then the projected toll amount, which you'll see here, is $1.5
• program funds, just as a point of reference, and Travis can fill in on Oregon State Legislature.
• Within Washington State Legislature, Washington State DOT is not actually empowered to move funds out

Summary: The committee first received an informational update on the Interstate Bridge Replacement Project from Carly Francis and Travis Brower. They described the project’s purpose as improving seismic resilience, safety, freight movement, transit, and bicycle/pedestrian access across the Columbia River, and said the updated cost estimate is $13.2 billion to $14.4 billion for the full corridor. They explained the increase from the 2022 estimate as driven by construction inflation, a more conservative inflation curve, schedule delays, more detailed engineering, and risk modeling. They also outlined the funding plan, including $2.1 billion in federal funds, $1 billion each from Oregon and Washington, and $1.5 billion in projected toll revenue, and said they are working to obligate federal funds by the end of September. The panel described a first funded phase that would include the bridge, highway connections, tolling infrastructure, bridge removal, and transit design, with light rail to Vancouver still intended but dependent on additional funding. Members questioned the risk of losing federal transit funds, whether bridge design decisions were being made with legislative input, and whether the space reserved for light rail could be used for buses if transit funding does not materialize. The committee then heard testimony on maintaining Oregon’s existing roads and bridges from representatives of Knife River, the Asphalt Pavement Association of Oregon, and CRH. Witnesses said pavement and bridge preservation is severely underfunded, with ODOT needing about $400 million per year for pavement preservation but receiving roughly $100 million annually. They showed examples of deteriorating highways such as U.S. 97 and I-84 and argued that delaying maintenance leads to much higher reconstruction costs, more safety risks, and higher user costs. Knife River described layoffs and reduced work in Oregon because of limited preservation funding, while witnesses also said rising wages, equipment costs, fuel, and permitting delays are increasing project costs. Committee members asked about the role of prevailing wage, diesel equipment, hauling distances, and whether preservation work could be prioritized more effectively. Finally, economist Joe Cortright presented on recent ODOT megaproject cost overruns. He said Oregon has experienced persistent overruns driven by overly optimistic revenue forecasts, heavy reliance on debt, consultant costs, inflation above forecast, and projects that have become much larger in scope than originally presented. He cited major increases in the Interstate Bridge, Rose Quarter, and Abernathy Bridge projects and argued that some designs are far wider and more expensive than necessary. Cortright said better accountability, clearer priorities, and more disciplined project sizing are needed, and committee members pressed him on why agencies proceed with larger designs even when consultants recommend narrower, less expensive alternatives.

Transcript Highlights:

• We removed over 50,000 cubic yards of sand from Gulf Boulevard and State Road... 50,000 cubic yards of
• sand from Gulf Boulevard and State Road 789.
• Over 12,000 miles of state roads were cleared in 24 hours.
• So I know you're primarily, like your purview is the state roads, but there are instances where you're
• So, yes, we are primarily responsible for state roads.

Summary: The Natural Resources and Disaster Subcommittee met to continue its review of hurricane impacts and state response. The committee first heard from the Florida Division of Emergency Management, which described its four core functions—preparedness, response, recovery, and mitigation—and highlighted its 24/7 State Watch Office, regional training efforts, and disaster assistance work. Deputy Executive Director Keith Pruitt detailed the state’s 2024 storm response, including Hurricanes Debby, Helene, and Milton, citing large-scale mission support, flood-control deployments, meal and water distribution, power restoration, debris removal, and billions in disaster funding and mitigation dollars. He also discussed debris management challenges and recommended that local governments update and exercise debris plans and maintain contingency contracts.

Transcript Highlights:

• Local governments are responsible for maintaining most local streets and roads.
• This bill, SB 922, clarifies the relevant code section to state that recovering road maintenance costs
• of using streets and roads.
• of using streets and roads.
• And Roseville may transfer these revenues to its general fund, depending on the utilities.

Summary: The Senate Committee on Local Government met, established a quorum, and first approved a consent calendar containing SB 1005, SB 1080, SB 935, and S.J.R. 11 on a 4-0 vote, with those items remaining on call until later. SB 992 had been pulled at the author’s request. The committee then heard SB 922 by Senator Laird, which would clarify that local governments may recover street maintenance and repair costs caused by public service operations, such as waste hauling, through rates, fees, or franchise agreements. Supporters included the League of California Cities, county groups, cities, waste haulers, and legal counsel who argued the bill restores a long-standing practice disrupted by a recent court decision and does not authorize new taxes or development fees. The California Building Industry Association opposed unless amended, warning the bill could inadvertently broaden local fee authority. After discussion about the bill’s scope and whether it would apply only to heavy service vehicles, SB 922 passed the committee 7-0 and was sent to the Senate floor. The committee also heard SB 1078, which would allow Santa Cruz County voters to consider raising the local tax cap to fund essential services, including health care, food assistance, and hospital support, in response to federal funding cuts. The County of Santa Cruz and the Central California Alliance for Health supported the measure, emphasizing Medi-Cal enrollment, CalFresh needs, and budget shortfalls tied to HR1 impacts. Some senators questioned whether the bill was effectively authorizing a tax increase and raised concerns about setting a precedent for other counties, while supporters stressed that the measure only allows voters to decide. SB 1078 passed 5-2 and was sent to the Committee on Revenue and Taxation. The committee then reconfirmed passage of the consent calendar items 7-0 and adjourned after concluding the agenda.

Transcript Highlights:

• Local governments are responsible for maintaining most local streets and roads.
• This bill, SB 922, clarifies the relevant code section to state that recovering road maintenance costs
• of using streets and roads.
• of using streets and roads.
• And Roseville may transfer these revenues to its general fund to pay for such costs.

Committee: Senate Local Government

Transcript Highlights:

• I've been working with Washington State Patrol, Washington State Department of Transportation, the City
• transit services across our state.
• Now, current state law, the state municipal ethics code, states that board members are prohibited from
• The United States Department of Transportation Manual on Uniform Traffic Control Devices states that
• Many of our roads are over 100 years old, and we just don't have the funds to keep up with their maintenance

Summary: The Senate Transportation Committee held public hearings on several bills. Substitute Senate Bill 6066 would authorize counties, cities, towns, and WSDOT to designate crash prevention zones on roads with repeated serious or fatal collisions, require public hearings and engineering/traffic studies, increase enforcement, add a $73 penalty for certain infractions in signed zones, and dedicate those funds to zone-related safety work. The prime sponsor and Pasco officials cited repeated crashes on U.S. 395 and U.S. 12; supporters said the bill would help address dangerous corridors, while one member of the public argued it was unnecessary and duplicative. The committee then heard Senate Bill 6253, which would make labor-recommended seats on public transportation benefit area boards voting members while limiting participation in executive sessions on labor and personnel matters. Labor representatives and transit workers supported the change as giving frontline employees a meaningful voice, while Washington Policy Center opposed it, warning of conflicts of interest and reduced accountability. The committee also heard Senate Bill 6311, which would require continuous, accessible pedestrian passage during certain construction projects near hospitals, parks, and school zones, authorize inspections and stop-work orders, and direct WSDOT to adopt rules for reroutes and detours. Cities and counties said they support the safety goal but want more flexibility and less risk of added cost or liability; disability and transit advocates strongly supported the bill. Senate Bill 6262 would raise the transportation benefit district vehicle-fee exemption from 6,000 pounds to 9,000 pounds for certain trucks, allowing local districts to charge heavier vehicles a flat fee; Spokane, Spokane Valley, Port Orchard, and AWC supported it as a fairness and pavement-preservation measure, while several members of the public opposed it as another tax increase. Finally, Senate Bill 6335 would narrow and revise the statutory responsibilities of the State Transportation Commission, removing some planning and outreach duties while retaining toll, ferry fare, and other functions. Local governments, ports, and commission members opposed the bill, arguing the commission provides independent statewide planning, public input, and coordination; the sponsor said the goal was to eliminate duplication and focus the commission’s role. No votes were taken, and the committee adjourned after the hearings.

Transcript Highlights:

• And I have done so because I recognize first how bad the roads are in other states, and they are bad,
• Much of DOT's funding comes from the federal government and requires a state match.
• The department has little to no state funds to provide this state match, so we use turnpike toll credits
• Much of DOT's funding comes from the federal government and requires a state match.
• The department has little to no state funds to provide this state match, so we use turnpike toll credits

Committee: House Public Works and Highways

Transcript Highlights:

• Obviously, one of the questions I have is: the state, with the state court temporarily requiring DMV
• And then that, of course, tees up my other question, which is the funding for the road system has historically
• It's a coalition of 20 states that are pulling funds together to research what we can do in this space
• The state in the past has done a lot of toll, excuse me, the state has supported a lot of our local partners
• About on this road usage charge, if it becomes a thing, is the technology that the state is going to

Committee: Senate Rules

Summary: The Senate Committee on Rules met to consider several governor’s appointments, routine agenda items, and the confirmation hearing for Dina El-Tawansy to serve as Director of the California Department of Transportation. The committee first approved a series of appointments to the Board of Behavioral Sciences, Contractors State License Board, and Medical Board of California, along with bill referrals, a rule waiver for guests on the Senate floor for a memorial adjournment in honor of former President Pro Tempore John Burton, and floor acknowledgments. Most of these actions were approved on 5-0 votes, with the early appointment items passing 3-2. The committee then heard testimony from El-Tawansy, who emphasized her 28 years at Caltrans, a focus on safety, equity, climate resilience, workforce development, and multimodal transportation. Senators questioned her on a range of transportation issues, including the impact of federal and state disputes affecting immigrant truck drivers and highway funding, the Highway 58 truck climbing lane project, DBE reevaluation under new federal rules, asphalt recycling and disposal, climate-related damage to roads and coastal infrastructure, and the future of gas-tax revenue and road user charges. El-Tawansy said Caltrans is prioritizing safety and emergency projects, working on reevaluating DBEs, advancing climate adaptation planning, and studying road user charge pilots and related technology. Members also asked about small business participation, toll lane agreements, homelessness encampments on Caltrans property, and the Los Angeles-San Diego-San Luis Obispo rail corridor. El-Tawansy described Caltrans programs to support small and disadvantaged businesses, local hiring, heavy equipment and CDL training, standardized toll lane agreements, delegated maintenance MOUs with local governments, and expanded efforts on encampment response and rail/transit planning. Public testimony was overwhelmingly supportive, with representatives from transportation agencies, contractors, local governments, labor, and technology firms urging confirmation. The committee voted 5-0 to advance El-Tawansy’s appointment to the full Senate for confirmation, then adjourned.

Transcript Highlights:

• In all cases, they didn't actually repave the road. It went right into the general fund.
• In all cases, they didn't actually repave the road. It went right into the general fund.
• Politicians accountable for the funds that are already collected for road maintenance. Thank you.
• Since 1986, voter-approved Measure C has provided a stable source of funding for roads, highways, local
• Voter-approved Measure C has provided a stable source of funding for roads, highways, local streets,

Transcript Highlights:

• Airports Fund from the within the State Airports Fund from the Air<00:09:51.200><c> Transportation</c
• more money on roads, uh, across the<00:26:45.200><c> state.
• So, this is just one thing when you're paying much more for your roads than neighboring states, much
• So, this is just one thing when you're paying much more for your roads than neighboring states, much
• So, this is just one thing when you're paying much more for your roads than neighboring states, much

Committee: Senate Finance

Transcript Highlights:

• So when you only fund three, you don't fund the whole base, right?
• Higher ed funding formula, fully funded by the governor. Fully funded by the governor.
• Road funds very flat; our roads are not very flat, but the funding sources are.
• Excess lottery funds, just those three funds.
• It's just by fund.

Committee: Senate Finance

Transcript Highlights:

• the state don't contribute to a 911 fund the state don't contribute to a 911 fund like<02:54:00.800><
• State funds as well as restricted State funds as well as Turnpike<04:33:45.240><c> Capital</c><04:33
• State funds Turnpike funds investment of State funds Turnpike funds uh<04:38:48.199><c> that</c><04:
• </c> very little State funds into our our very little State funds into our our federal<04:39:38.840><
• tier roads or unnumbered state lower tier roads or unnumbered state roads<04:40:56.878><c> are</c><04

Summary: The Division 2 Finance Committee heard an overview and budget presentation from New Hampshire Fish and Game, led by new Executive Director Stephanie Simi and Business Division Chief Kathy Leonti. The agency described its mission to conserve and manage fish, wildlife, and marine resources, and emphasized growing pressures from disease, climate impacts, habitat change, and increased public demand. Simi said the department is largely funded by hunting and fishing license revenue and federal grants, is reviewing staffing and internal processes, and faces critical needs including permanent funding for environmental review staff, infrastructure and IT modernization, and possible service reductions if additional support is not found. Members asked about specific program and policy issues, including chronic wasting disease in deer, hemorrhagic disease in rabbits and hares, moose population decline, and a proposed bait-disease bill. The department said it is actively monitoring diseases and did not see a need for the bait bill at this time. Legislators also discussed the Hike Safe program, which the department said has grown from an expected $100,000 annually to more than $300,000, and a possible boating version of that program, which the department said remains under consideration but would involve complex logistics and multiple agencies. Questions were also raised about rescue costs, out-of-state hikers, and whether boat registrations could be used as a revenue source; Fish and Game said boat registration is handled by the Department of Safety, though the department receives $5 per registered boat for the public boat access program. The budget discussion focused on revenue projections, use of unrestricted Fish and Game funds, and dependence on federal reimbursements. Leonti said the department met the governor’s general fund target but not the Fish and Game fund target without using surplus unrestricted funds, leaving only about $100,000 in the fund by the end of the biennium. She said the budget uses more than $18 million in Fish and Game funds annually against about $14 million in unrestricted revenue, and that five of 193 full-time positions remain unfunded. The department warned that if federal grants were halted, it could cost about $5 million over five months and force the Fish and Game fund to cover the gap. Committee members also requested that future presentations be sent electronically in advance, and the department agreed to do so.