Transcript Highlights:

• And so funds will be drawn down as they're spent.
• And this year, the governor proposed $2.1 billion to be spent of that $10 billion.
• It's descriptive and it's prescriptive in Prop. 4 as to how the money will be spent.
• Or the fuel will be imported from, by importing it, the cost will go down?
• As we phase out fossil fuel altogether, the report notes that we might want to consider a regional fuel

Summary: The Senate Budget Subcommittee on Resources, Environmental Protection and Energy heard six budget-related items and took no votes, holding all items open for a future hearing. The first item concerned a climate bond expenditure plan for the California Transmission Accelerator Revolving Fund under SB 254. GoBiz, IBank, and the Department of Finance described a request for nearly $26 million and 10 limited-term positions to develop financing strategies and evaluate transmission projects, while the LAO said the proposal was broadly consistent with Prop. 4 but noted that the Legislature may want to provide more direction on program design. Senators questioned how the proposal would lower ratepayer costs, protect state funds, and ensure accountability for billion-dollar transmission projects. The second item covered trailer bill language to redirect funding among demand-side reliability programs. Finance proposed moving $22 million from the DEPA program to DSGS for summer 2026 and using CalSHAPE interest funds for ELRP or an equivalent CPUC program in 2027-28, with CEC and CPUC coordinating the transition. Senators and LAO questioned why CalSHAPE funds should not continue supporting schools, and several members argued DSGS has been more successful and should continue rather than be shifted to ELRP. CEC and CPUC explained that DSGS and ELRP serve different reliability functions and do not address public safety power shutoffs. Public commenters, including school groups and clean energy advocates, split between extending CalSHAPE for school HVAC/plumbing projects and preserving or expanding DSGS. The committee also heard on petroleum market oversight implementation under SBX1-2 and ABX2-1, with the CEC and its Division of Petroleum Market Oversight requesting additional staffing to support inventory monitoring, refinery resupply analysis, and market oversight. Senators pressed for details on investigations, refinery margins, gasoline price spikes, and the transportation fuels transition plan, while staff said the draft plan would be released soon and that DPMO’s work on branded versus unbranded gasoline remains ongoing. Finally, the CPUC presented three additional proposals: implementing AB 1207’s climate credit reforms, studying large-load/data center cost impacts under SB 57, and preparing for regional market participation under AB 825. The LAO repeatedly cautioned that some of these requests may go beyond statutory minimums and urged the Legislature to decide how much policy direction and staffing it wants to provide. Public commenters supported DPMO funding, opposed ending CalSHAPE, and strongly favored continued DSGS funding over a new ELRP structure.

Transcript Highlights:

• This would establish a low-carbon fuel standard or a clean fuel standard.
• As you've heard, establish a low-carbon fuel standard or a clean fuel standard.
• aviation fuel.
• aviation fuel.
• on fuel prices.

Committee: Joint Joint Committee on Telecommunications, Utilities and Energy

Summary: The committee on Telecommunications, Utilities and Energy heard testimony on several transportation and clean-fuel bills. Supporters of H. 3535 argued for delaying or pausing enforcement of Massachusetts’ zero-emission vehicle sales mandate, saying the current ACC2 timeline is unrealistic given low ZEV sales, limited charging infrastructure, dealer inventory concerns, and potential economic impacts on dealerships, consumers, and tax revenue. Opponents of that approach, including automakers and clean transportation advocates, said the state should stay on course with electrification and that the mandate is necessary to meet climate goals. The committee also heard support for H. 3570/S. 2326 to update vehicle emission standards for municipal and utility fleets, with municipal utility representatives saying current electric truck technology, charging access, and costs make the rules impractical for critical public services. A major portion of the hearing focused on S. 2246, the Freedom to Move Act, which would require MassDOT and regional planning agencies to set vehicle miles traveled reduction goals and align transportation spending with climate targets. Supporters said the bill would better coordinate transportation planning, encourage transit, biking, and walking, and help Massachusetts meet emissions goals while saving money and improving public health. Some committee members raised concerns that the bill could duplicate existing transportation climate mandates and could disadvantage rural residents who must drive long distances; witnesses responded that the bill is meant to add coordination and flexibility, not impose a one-size-fits-all solution. The committee also heard testimony on H. 3448, which would set deadlines to electrify school buses and public fleets and create programs for private fleet electrification. Advocates said fleet electrification is a practical way to cut emissions, improve air quality, and save money over time, especially for schoolchildren exposed to diesel exhaust. Several witnesses also supported low-carbon fuel standard bills H. 3576 and S. 2251, arguing they would reduce fuel carbon intensity and generate revenue for charging and clean-fuel investments. Others, including a coalition opposed to private jet expansion, objected to the bills’ treatment of sustainable aviation fuel, saying it is not scalable, is expensive, and could create land-use and food-supply tradeoffs. No votes or formal committee actions were taken in the hearing excerpt provided.

Transcript Highlights:

• The usage of any sort of fossil fuel in the hopes of reaching their goal.
• This bill will literally trap Florida and lock us into fossil fuels in perpetuity.
• This bill will literally trap Florida and lock us into fossil fuels in perpetuity.
• We spent two weeks just discussing which one.
• We spent two weeks just discussing which one.

Bills: S0558 , S1294 , S1468 , S1474 , S1682 , S1628

Committee: Senate Environment and Natural Resources

Summary: The committee took up several environmental bills, beginning with SB 1682 on local administration of vessel restrictions. Senator Trumbull said the bill would give cities and counties tools to address abandoned, derelict, and long-term anchored vessels while following state standards and FWC guidance. Members from affected areas spoke in support, citing recurring derelict vessel problems and the difficulty and cost of removal once vessels sink. The bill was reported favorably. The committee then heard SB 1468 on advanced wastewater treatment, which would require DEP to compile a detailed statewide report on wastewater treatment plants, including construction age, treatment levels, contaminant data, spill history, flood risk, and receiving waterbody impairment information. Florida Rural Water Association testified that any move to require advanced treatment for all plants over one MGD could create major financial burdens without dedicated funding. The bill was reported favorably. The committee also considered CS/SB 1294 on biosolids management, with a strike-all amendment adopted. Senator Bradley said the revised bill would require bulk Class AA biosolids fertilizer and compost products to be land applied only at agronomic rates and, absent a bona fide sale, only at permitted DEP-approved sites, with a transition date moved to July 1, 2028. Supporters said it would protect water quality and legitimate fertilizer and compost markets, while rural utilities asked for funding and flexibility. The committee reported the bill favorably. Next, the committee took up CS/SB 1628 on net zero policies by governmental entities. Senator Avila said the bill would prohibit local governments and other governmental entities from adopting or funding net zero policies, imposing related fees or taxes, or operating cap-and-trade or carbon trading programs. The committee adopted an amendment clarifying the definition of carbon dioxide. The bill drew extensive debate: supporters argued it would protect residents and businesses from higher costs and preserve predictability, while opponents said it would block local climate and clean-energy policies, including electric buses, energy-efficiency measures, and climate resilience planning. After public testimony on both sides, the bill was reported favorably. The committee also approved CS/SB 1474 on biosolids management, which Senator Gates said would require biosolids and septage to be treated at the highest practical level when wastewater treatment facilities are reasonably accessible and would bar Class B land application within 50 miles of a permitted wastewater facility. An amendment applying the statutory definition of septage was adopted, and the bill was reported favorably. Finally, the committee heard SB 558 on stormwater system standards. Senator Burgess said it would create statewide standards for municipal and county stormwater systems using FDOT guidelines and third-party inspections, with an amendment making technical changes and broadening who may perform inspections. Supporters said uniform standards could improve safety and reduce failures, while contractors, engineers, and industry groups warned it could raise costs, delay projects, and preempt stronger local standards. The bill remained under discussion as the transcript ended.

Transcript Highlights:

• in the carbon emissions over the life cycle of the fuel when compared to conventional jet fuel.
• in the carbon emissions over the life cycle of the fuel when compared to conventional jet fuel.
• of transport of fuel, so the fuel comes underground from the refineries to the fuel farm and then it's
• Huot asked whether the fuel is mixed at the airport itself with other fuel. Mr.
• </c> would deliver that fuel into the uh fuel would deliver that fuel into the uh fuel Farm<01:19:11.679

Bills: HF1126 , HF967 , HF1066 , HF1669 , HF926

Committee: House Taxes

Transcript Highlights:

• If you look at Pilbony Nuclear Power Station, for example, all the spent fuel is on site.
• This bill is also not about punishing fossil fuel companies.
• And for this bill, that would be extracting, refining, and selling fossil fuel products.
• And now for this bill, that would be extracting, refining, and selling fossil fuel products.
• What these fossil fuel companies have done has affected all of us.

Committee: Joint Joint Committee on Environment and Natural Resources

Summary: The committee hearing focused on a broad set of climate, energy, and environmental justice proposals. Early testimony strongly supported the Climate Change Superfund or “Polluter Pays” bill (H.1014/S.58), which would assess the largest fossil fuel emitters for a one-time fee based on historic emissions to fund climate adaptation. Sponsors argued the bill is modeled on Superfund cleanup principles, would target only the largest multinational polluters, would not be passed on to consumers, and would direct a significant share of funds to environmental justice communities. Committee members asked about the number of companies covered, consumer impacts, and whether the bill would address other forms of environmental destruction; sponsors said it was limited to major fossil fuel companies with a Massachusetts footprint and did not cover other pollution sources. The committee also heard testimony on a fusion energy compact proposal (S.673) that would direct the administration to develop a framework for a New England regional compact to accelerate fusion research, workforce development, and supply-chain growth. Supporters from MIT and the Association of Independent Colleges and Universities said fusion could become a major clean-energy and economic opportunity, but acknowledged the technology is not yet commercially viable and still has unresolved technical, cost, and waste-management questions. Members pressed on environmental impacts, siting, waste, costs, and whether the bill would create a compact or only a framework; sponsors said it would only create the framework and that the administration would need to negotiate with other states. Another major topic was a pilot program for nature-based climate solutions (H.971/S.??), backed by legislators, Boston Harbor Now, and UMass Boston’s Stone Living Lab. Witnesses said the bill would help speed permits for research and demonstration projects such as living shorelines, marsh restoration, and hybrid “green-to-gray” flood protections, while maintaining safeguards and protecting Indigenous and historic resources. Committee members asked how the proposal would interact with other permitting reforms and whether it could conflict with housing or wetland-related streamlining; supporters said it was complementary and aimed at making projects faster, more affordable, and more data-driven. The hearing also covered climate-safe buildings and climate adaptation funding bills. Supporters of H.1004/S.583 said current building codes do not adequately account for future flooding, heat, and wind, and the bill would add climate expertise to the building board, allow stretch resilience codes, expand floodplain standards, and create a retrofit program. Related testimony backed H.938/S.572, which would create a dedicated climate and community resilience fund financed by a small fee on property insurance premiums; advocates said it would provide stable long-term revenue for adaptation, especially in environmental justice communities, and help replace unreliable federal funding. One witness from CLF supported the climate-safe buildings and funding bills but opposed S.560/H.939 as too broad. The committee also heard testimony on airport air-quality legislation (H.997) calling for more monitoring and mitigation of ultra-fine particulate pollution around Logan Airport and Massport communities. No votes were taken during the hearing.

Transcript Highlights:

• Previously, I've heard some discussion on fuel trucks versus fuel tanks at an airport, and at one point
• We have shown two different loading pads for fuel.
• Representative Crosswhite Hader was making our being spent.
• Where I think we could get into a shared use is some of the fuel storage.
• That's where I think we could share potentially on the fuel storage.

Committee: House A&B Transportation Subcommittee

Transcript Highlights:

• It is the largest fossil fuel-free, carbon-neutral building in Boston.
• supply chain, including producers, feedstock suppliers, and fuel distributors.
• supply chain, including producers, feed stock suppliers, and fuel distributors.
• You stop using fossil fuels. And we can start by aggressively halting fossil fuel expansion.
• the percentage spent on non-gas pipe alternatives increases.

Committee: Joint Joint Committee on Telecommunications, Utilities and Energy

Summary: The committee heard testimony on H. 4144, the Governor’s Energy Affordability, Independence, and Innovation Act, with the administration arguing the bill would lower bills in the short and long term while expanding clean energy supply and innovation. The Governor and Secretary said the bill would reduce or restructure charges on customer bills, reform Mass Save, expand securitization as a financing tool, speed interconnection, create energy-ready zones, strengthen consumer protections in competitive supply, and allow broader state procurement of energy resources. They said the package could save consumers billions over time and would help address high energy costs, especially during extreme heat and winter spikes. Committee members pressed the administration on several provisions, especially securitization, asking whether the bill requires an apples-to-apples comparison of total costs over time, including interest and lost tax revenue, versus paying through rates. Administration witnesses said DPU review and public comment would be required and said they would work to clarify the language if needed. Members also questioned the bill’s solar and procurement provisions, including reduced net metering compensation for some large facilities, the scope of all-resource procurements, and whether hydro, solar, and nuclear would be included; the administration said those resources were contemplated and that procurement would still be reviewed by DPU. Other questions focused on the short-term relief from bill changes, the treatment of low- and moderate-income discounts, and whether the bill’s heat pump and Mass Save reforms would help customers who cannot afford upfront costs. Several witnesses and committee members discussed Mass Save reforms, including securitization of program costs, on-bill financing, pre-approval of rebates, and shifting program administration away from gas utilities. Administration witnesses said the changes were intended to reduce volatility, lower administrative costs, and better align costs with long-term savings. Questions also touched on geothermal permitting, municipal participation in offshore wind procurement, and the proposed repeal of the ballot requirement for nuclear power, which the administration defended as preserving future options under heavy review. No votes were taken during the hearing portion described. Supportive testimony came from labor, environmental, business, planning, and development groups. The AFL-CIO, NECA, and the Environmental League of Massachusetts backed the bill, emphasizing lower bills, job creation, labor standards, just transition protections, and cleaner energy. NAIOP, the Massachusetts Business Roundtable, and MAPC supported provisions on energy-ready zones, interconnection reform, microgrids, extreme-heat shutoff protections, and Mass Save improvements. A HEET representative praised the bill’s use of securitization, geothermal, and utility financing tools but urged guardrails and workforce protections. Overall, testimony was broadly favorable, with most witnesses calling for refinements rather than opposing the bill outright.

Transcript Highlights:

• Now over a quarter of our transportation fuels come from alternative fuel sources.
• So the Vice Chair mentioned a couple of our transportation fuels... ...alternative fuel sources.
• fossil fuels.
• There could be biofuels, renewable diesel, or aviation fuel, sustainable aviation fuel.
• The policy aspirations don't fuel the cars; the fuel does.

Committee: Senate Environmental Quality

Summary: The Senate Environmental Quality Committee held an informational hearing on the environmental impacts and planning considerations associated with refinery closures. In opening remarks, the chair framed refinery shutdowns as a complex part of California’s decarbonization transition and said the committee would focus on environmental and land-use issues, while Vice Chair Gunda argued closures reflect years of policy-driven disinvestment and warned that supply disruptions and higher prices could harm working families. State agency witnesses from the Energy Commission, CARB, and the Water Boards described the state as being in a “mid-transition,” with declining gasoline demand, growing zero-emission vehicle adoption, and increasing conversion of some refinery assets to renewable fuels, but also with abrupt capacity losses that can force greater reliance on imports and storage. They emphasized the need for proactive planning, transparency, and coordination across agencies, and noted that refinery closures can stress pipelines, terminals, and other linked infrastructure, with potential liabilities falling to the state if those assets are not financially supported. The Water Boards explained their cleanup authorities and tools for refinery decommissioning, including investigation, monitoring, remediation, and enforcement under the Water Code, and said site-specific cleanup plans depend on contamination, groundwater conditions, and future land use. They noted that decommissioning can reveal previously inaccessible areas and require additional sampling or wells, and that cleanup costs can range from tens to hundreds of millions of dollars. Committee members pressed the witnesses on whether the state has enough information to plan for land transitions, whether current tools are adequate, and whether more standardized procedures or financial assurances are needed. The witnesses generally said existing tools are useful but that more transparency and better data sharing would help communities and policymakers understand liabilities and long-term redevelopment opportunities. Members also questioned the relationship between California policy, refinery closures, imports, and global emissions. CARB said its programs apply to transportation fuel suppliers whether fuel is refined in-state or imported, and that its climate and air-quality rules are designed to reduce emissions and avoid leakage. Some senators argued that California’s policies have accelerated closures and that demand has not fallen fast enough to offset lost refining capacity, while agency witnesses responded that closures are also driven by global market forces, aging infrastructure, crude quality, and changing fuel demand. The committee then heard from outside experts, including a Notre Dame professor who said closure costs are often underestimated and that stronger financial assurance requirements can shift company behavior, a Stanford/SLAC researcher who outlined five drivers of refinery closures, and an environmental attorney who discussed community impacts and lessons from the Phillips 66 Los Angeles refinery closure. No votes or formal actions were taken; the hearing was informational and focused on testimony and questions.

Transcript Highlights:

• Now over a quarter of our transportation fuels come from alternative fuel sources.
• fossil fuels.
• There could be biofuels, renewable diesel, or aviation fuel, sustainable aviation fuel.
• production of alternative jet fuel.
• The policy aspirations don't fuel the cars; the fuel does.

Committee: Senate Environmental Quality

Transcript Highlights:

• </c><00:18:39.960><c> fuel</c> storing additional dry Cask spent fuel storing additional dry Cask spent
• fuel storage<00:18:40.600><c> at</c><00:18:40.760><c> excel's</c><00:18:41.120><c> Prairie</c><00:18
• So we think these funds are well spent, and we'd encourage maintaining the RDA. Thank you.
• So we think these funds are well spent, and we'd encourage maintaining the RDA. Thank you.
• Do you have any idea how much in this country we subsidize fossil fuels?”

Committee: House Energy Finance and Policy

Transcript Highlights:

• Office of Renewable Fuels.
• fuels ecosystem.
• It's a drop-in fuel, which means it can be used in existing fuel systems and must meet existing fuel
• It's a drop-in fuel, which means it can be used in existing fuel systems and must meet existing fuel
• standards. existing fuel systems and must meet existing fuel standards.

Bills: HB2111 , HB2495

Committee: Senate Transportation

Keywords: Interstate 5 bridge, toll facility, bond retirement, transportation, state funding, vehicles, streetcar operation, public safety, urban regulation

Transcript Highlights:

• I don't have fuel, right?
• So we couldn't pump fuel there.
• All of our fuel at the Port of Miami is barged in, so we don't have any fuel like the other ports do
• I spent a couple years there.
• I spent a couple years there.

Summary: The Economic Infrastructure Subcommittee held a panel discussion focused on Florida seaports and their role in the state economy. Florida Ports Council CEO Mike Rubin opened with statewide figures from a 2023 economic impact study, saying Florida seaports support about 1.2 million jobs, generate roughly $195 billion in economic value, and produce about $7.4 billion in state and local taxes. He emphasized that ports are critical for fuel, food, medical supplies, construction materials, and hurricane response, and argued that continued state and federal investment is needed to expand capacity and move projects forward faster. PortMiami Director Heidi Webb described Miami’s cruise and cargo operations, noting the port generated about $61 billion in economic impact and 334,000 jobs. She highlighted record cruise activity, major private investment by cruise lines, the launch of shore power at cruise terminals to reduce emissions, and ongoing capital projects including a new Royal Caribbean terminal, berth reconstruction, and an inland port concept to reduce congestion. Members asked about security, hurricane procedures, AI use, infrastructure planning, collaboration among ports, and smuggling prevention; Webb said the port uses layered security with local law enforcement, CBP, Coast Guard, and radiation monitors, and that hurricane planning is coordinated in advance with county and federal partners. Port Tampa Bay’s Raul Alfonso said Tampa is the state’s largest port by land area and a major energy hub for Central Florida, with an estimated $34.5 billion economic impact. He discussed diversification into containers, food distribution, fertilizer, and construction materials, along with major needs such as a deep-dredge project and more warehouse space. He also addressed resilience and fuel distribution during hurricanes, and said the port is preparing for future LNG and alternative-fuel demand through partnerships, land planning, and education. Jaxport’s Nick Primrose then described Jacksonville’s container, auto, breakbulk, aggregate, military, and LNG businesses, including 1.3 million TEUs last year, major state-funded crane purchases, harbor deepening, auto-processing expansion, and its role as a strategic military port. He said Jaxport is a leader in marine LNG and has trained all employees on human trafficking awareness. The discussion ended with Port Panama City being introduced as a smaller but important Panhandle economic engine, with Rubin noting its cargo, manufacturing, and infrastructure projects and its continued need for state and federal support.

Transcript Highlights:

• </c> fossil fuel industry. fossil fuel industry.
• Local agencies have spent millions in removing, treating, and transporting tree waste.
• Why would we hold the fossil fuel industry to a different standard? Thank you.
• </c> Why would we hold the fossil fuel Why would we hold the fossil fuel industry<00:20:41.760><c> to
• </c> um, targeted towards fossil fuel um, targeted towards fossil fuel corporations<00:21:20.480><c>

Summary: Rep. Athena Hollins and Sen. Ann Johnson Stewart introduced Minnesota’s proposed climate superfund bill, describing it as a way to make major historical greenhouse gas polluters help pay for climate adaptation and infrastructure repair. They said the bill would target large fossil fuel corporations with significant emissions and use the revenue for projects such as stormwater upgrades, bridge and roof protection, erosion control, drinking water protection, cooling cities, and other resilience work. Both lawmakers framed the proposal as a matter of accountability and fairness, arguing that Minnesotans should not keep paying for damage caused by companies that profited from fossil fuel pollution. Several supporters testified in favor of the bill, including St. Paul City Council Vice President Nyang Kheimey, former legislator and medical student Hunter Cantrell, Unidos Minnesota volunteer Bonnie Becol, and 100% Minnesota’s Aurora Vautrin. They emphasized local climate impacts such as flooding, wildfire smoke, extreme heat, emerald ash borer damage, asthma, and infrastructure failures, and said the costs are increasingly falling on taxpayers, local governments, and vulnerable communities. Kheimey highlighted municipal needs and St. Paul’s own climate investments, while Cantrell focused on environmental racism and health harms, and Becol and Vautrin stressed species loss, community recovery costs, and the burden on residents. In the question-and-answer portion, Hollins and Johnson Stewart explained that the bill would apply to fossil fuel corporations with at least 1 billion metric tons of carbon emissions and a nexus to Minnesota, not local utilities. They said the State Auditor’s office would determine the assessments owed by companies, while the Minnesota Pollution Control Agency would hold the fund and administer grants. They also said they were looking to models in Vermont and New York and hoped the proposal could attract bipartisan support because it is tied to affordability and shifting costs away from taxpayers and onto polluters. No vote or formal committee action was taken in the transcript, and the event ended with the sponsors opening the bill to questions.

Transcript Highlights:

• I've spent 40-plus years as an actuary pricing insurance and reinsurance.
• I've also spent my last 10 years focusing on property insurance markets. How do they get broken?
• We cannot address this problem through ignition reduction, fuel reduction, or fire suppression, and we
• “And then the zone zero and the ladder fuels leading up to zone zero are the most important.
• or type conversion into flashy fuels.

Summary: The Senate Committee on Insurance held an information hearing on the impacts of climate change and catastrophic wildfire on California’s insurance market, with opening remarks focused on the state’s affordability, availability, and stability problems. Chair and members discussed the role of SB 254’s report, the Sustainable Insurance Strategy, the growth of the FAIR Plan, and the need to better align insurance regulation, mitigation, and land-use decisions. The Vice Chair noted the importance of hearing from industry as well as consumer and academic experts, and Senator Becker said the report would inform further committee work. Amy Bach of United Policyholders described how climate-driven wildfire and flood risk, combined with inflation, insurtech, and risk modeling, have reduced competition and pushed more homeowners into the FAIR Plan and non-admitted surplus lines coverage. She said availability is improving somewhat, but affordability will depend on mitigation, insurer competition, and fair rate regulation. In response to questions, she emphasized underinsurance as a long-running problem, supported stronger insurer responsibility for replacement-cost estimates, and suggested a public reinsurance backstop and more mitigation funding rather than removing wildfire coverage from basic policies. Nancy Watkins of Milliman and Michael Wara of Stanford argued that the market problem is fundamentally that expected claims and expenses now exceed premiums because too many homes are burning. They said California needs both risk reduction and actuarially sound pricing, along with a state mitigation framework that targets the highest-risk communities and prioritizes home hardening, defensible space, and community-scale mitigation over broad acreage-based spending. They also discussed the role of non-admitted carriers as a gap-filler, the need for better data on reconstruction costs and mitigation effectiveness, and the importance of sustained funding rather than one-time grants. A later panel with Frank Freebalt of Cal Poly and Michael Golnar of UC Berkeley focused on modeling and mitigation science. They said wildfire policy should treat the issue as a structure-ignition and urban conflagration problem, not just a wildland fire problem, and stressed integrated land-use, utility, and community mitigation. Members asked about zoning, building codes, utility hardening, and who should pay for mitigation; witnesses said older, denser neighborhoods are the highest priority, that utilities must improve operational safety measures, and that targeted mitigation in the highest-risk areas offers the best return. No votes or formal actions were taken at the hearing.

Transcript Highlights:

• Office of Renewable Fuels.
• To focus on a range of fuels.
• fuels ecosystem.
• fuels ecosystem.
• It's a drop-in fuel, which means it can be used in existing fuel systems and must meet existing fuel

Summary: The Senate Transportation Committee held a work session on electric vehicles, renewable fuels, hydrogen, and related transportation investments, followed by public hearings on several bills. Agency presenters from WSDOT, Commerce, and Ecology described the Electric Vehicle Coordinating Council’s work, Washington’s slowing EV adoption growth, charging infrastructure gaps, and programs such as NEVI, ZEVIP, and a new medium- and heavy-duty incentive program. Members asked about fast-charging standards and whether higher-capacity chargers could be supported. Commerce also outlined renewable fuels and sustainable aviation fuel efforts, including the Office of Renewable Fuels, hydrogen and SAF modeling, technical assistance, and the Cascadia Sustainable Aviation Accelerator’s partnerships and funding. WSDOT then discussed hydrogen investments in transit, aviation, backup power, and corridor planning, while Ecology explained the alternative jet fuel programmatic environmental impact statement, its scope, timeline, and how it will support future project review. In the public hearing on Substitute House Bill 2114, the committee heard testimony supporting a no-fee replacement process for defective license plates within two years of issuance, with optional fee waivers later; the sponsor and county auditors said peeling or unreadable plates are a real customer-service problem, especially in eastern Washington. The hearing on House Bill 2111 concerned allowing the I-5 Bridge Replacement Project toll facility bond retirement account to keep its interest earnings instead of sending them to the general fund; the prime sponsor said it is a straightforward fix requested by the state treasurer. Substitute House Bill 1823 would update Transportation Improvement Board statutes by replacing “non-motorized” with “active transportation” and removing obsolete references; TIB said it is a cleanup bill that aligns statutes with current grant practices and complete streets policy. The committee also heard House Bill 2495, which would let the City of Seattle direct immediate impoundment of unattended vehicles blocking streetcar operations, similar to existing authority for Sound Transit. Seattle’s streetcar manager said blocked tracks cause frequent delays and that the bill would reduce waits for police authorization and restore service faster. Public testimony and sign-in counts were noted for each bill, but no votes were taken in the transcript, and the meeting concluded after the final public hearing.

Transcript Highlights:

• Miles driven continues to increase every year, but usage stays the same because of fuel additional fuel
• </c> but usage stays the same because of fuel but usage stays the same because of fuel additional<00:
• So, uh we're additional fuel efficiency.
• . >> Sat in the bank until it was spent.
• And sat in the bank until it was spent.

Summary: The committee met on Transportation, approved the prior meeting minutes, and received a road fund update from Transportation Cabinet officials Mike Hancock, Sean McCernan, and Ron Rigney. McCernan reported that FY 2024-2025 road fund revenue came in $38.5 million above the enacted estimate, but was about $11 million below FY24 because of a lower motor fuels tax rate. He said motor vehicle usage tax receipts were stronger than expected, and that the road fund ended the year with a $61.6 million surplus account that, under the budget bill, must be appropriated to state construction. Members focused heavily on how declining motor fuels receipts affect the formula funds that support cities, counties, and rural/secondary roads. Hancock and McCernan explained that lower gas tax receipts reduce both the road plan and revenue sharing, while higher vehicle sales tax receipts from motor vehicle usage go directly to the road fund and do not help the formula distributions. They also said fuel efficiency, hybrid and electric vehicle trends, and the removal of a prior hybrid fee all affect revenue collections. On tolling, officials said Louisville bridge toll revenues are covering bills and commitments, but they did not have the latest collection figures in front of them and said they would provide them later. The committee also asked about project delivery delays, right-of-way acquisition, disaster recovery work, annual contract awards, cash management, and overprogramming in the highway plan. Officials said project delays often stem from right-of-way purchases, utility relocation, and the large volume of projects in the plan, and described the process as a “duck paddling” situation with substantial work happening behind the scenes. They said FY25 contract awards were already just under $998 million by the July letting and expected to exceed last year’s total, and explained that cash balances are managed so they do not fall below $100 million; the current balance was said to be about $166 million. No further votes or formal actions were taken beyond approving the minutes.

Transcript Highlights:

• Um the spent fuel.
• Um the<01:02:12.640><c> spent</c><01:02:13.000><c> fuel.
• Does this look at what the spent fuel.
• </c><01:02:17.560><c> fuel</c> we can do with our existing spent fuel we can do with our existing spent
• So, clearly they can't have nuclear energy if they are not able to store the spent fuel there.

Committee: Senate Energy, Utilities, Environment, and Climate

Transcript Highlights:

• We start with the motor fuels tax.
• costs and inflation have impacted the revenue yields from our fuel tax.
• . ...So, some of the issues, if we first look at fuel efficiency.
• So, fewer gallons of fuel purchased results in less motor fuels tax revenue that's available. ...For
• Local governments spent another $37 billion in non-user fees to subsidize driving.

Bills: HJR58 , HJR63 , HB263 , HB542 , HB905 , HB 1288 , HB1402 , HB2003 , HB2262 , HB2323 , HB2429 , HB2876 , HB3019 , HB263

Committee: House S/C on Transportation Funding

Keywords: healthcare, insurance, elderly, retirement, benefits, transit-oriented projects, constitutional amendment, state highway fund, funding allocation, voter approval, highway fund, funding, public transportation, transit projects, transportation, local transit, fund allocation, voting rights, election integrity, ballot access

Transcript Highlights:

• Is there fuel available? You know, things of that nature.
• As far as fuel-based, it's all tenant-based.
• With respect to fuel, Senator, I know you wanted to discuss the topic of fuel.
• The fuel right now, we do not have.
• : How are they buying fuel, and are there other ways to source fuel?

Summary: The Transportation Committee heard SB 356 by Senator Wright, which would create an opt-in framework allowing counties and municipalities to designate certain roads for utility-terrain vehicles (UTVs) under local conditions, including driver licensing, insurance, and speed-limit restrictions below 55 mph. Senator Wright said the bill would give law enforcement clearer authority and mirror the local-option approach used for golf carts. Supporters included a retired Volusia County sheriff and county commissioner, who argued UTVs are safer than golf carts and are already being used on roads, while opponents from the Recreational Off-Highway Vehicle Association and Honda warned that UTVs are designed for off-road use, lack federal safety standards, and pose crash and tire-blowout risks on public roads. Several senators raised safety concerns, especially about speed and crash severity, but the committee ultimately voted to report SB 356 favorably. The committee then held a lengthy discussion on seaport infrastructure and funding, beginning with a moment of silence for JaxPort COO and former FDOT employee James Bennett. FDOT presented data showing Florida’s 16 deepwater seaports generate major cargo volume, jobs, and economic impact, and described state funding programs such as FSTED, SPI, and the construction aggregate grant program. Port representatives from Port Everglades, PortMiami, Port Tampa Bay, and the Port of Palm Beach described record cargo and cruise activity, major capital projects, and the need for continued state and federal support for dredging, bulkheads, cranes, rail, and terminal expansion. Senators asked about ROI, trade shifts, intermodal connections, fuel and LNG availability, leverage and reserves, and operational risks such as flooding, sea level rise, and channel depth; port officials emphasized resiliency, private partnerships, and long-term master planning. The committee also confirmed appointees to the Tampa Hillsborough County Expressway Authority and the Tampa Port Authority in one vote, with no objection. Finally, FDOT presented the statewide mapping programs work group report required by SB 1662, explaining that coordinated statewide use of LiDAR and aerial imagery could reduce duplication, improve emergency management and planning, and support insurance and storm-damage assessment. FDOT recommended a formal statewide coordination program, shared procurement and cost-sharing agreements, dedicated staffing, and statutory updates to Chapter 334 to support interagency agreements and recurring funding.

Transcript Highlights:

• </c> mechanical Parts than a fossil fuel mechanical Parts than a fossil fuel based<00:29:08.480><c> like
• So you are then using the methane as a secondary fuel source, as a greener fuel source for producing
• energy fuel source to power the energy fuel source to power the electrolysis<00:50:02.359><c> process
• </c> depackaging unit and create more fuel depackaging unit and create more fuel source<00:53:17.520>
• </c> percent of household income that's spent percent of household income that's spent on<01:15:34.920

Committee: House Energy Finance and Policy