Transcript Highlights:

• These are operational deployments happening in real-world conditions across the state. an important operational
• through various fleet operators.
• Sierra is proud to own and operate the only hydrogen fuel cell switcher locomotive currently operating
• I'm happy to run with this a little bit because I am an operating railroad with operations throughout
• Hydrogen fueling operations are similar to the existing fueling operations today, and hydrogen technologies

Keywords: 987, senate, all

Summary: The Senate Select Committee on Hydrogen Energy held an informational hearing on California’s hydrogen leadership, with Chair Bob Archuleta framing hydrogen as a complementary clean-energy pathway for hard-to-electrify sectors and emphasizing the need for balanced policy, community benefits, and strategic use of public funds. The first panel of private-sector witnesses from the California Hydrogen Business Council, Bosch, Hyundai, and Sierra Northern Railway described existing deployments in buses, trucks, rail, ports, and industrial uses, and argued that the technology is commercially ready but needs stable policy, faster permitting, stronger demand signals, and more infrastructure. They highlighted projects such as Hyundai’s NorCal Zero freight trucks, Bosch’s hydrogen components and refueling technology, and Sierra’s hydrogen switcher locomotive, while also noting major cost barriers, especially for fuel and equipment, and the need for continued state incentives and coordinated infrastructure planning. Committee members focused on labor standards, community engagement, and the current scale of hydrogen vehicles and fueling infrastructure. Witnesses said they work with labor groups, building trades, and safety organizations, and that early community involvement and first-responder training are important. In response to questions, panelists estimated roughly 15,000 to 16,000 light-duty fuel cell vehicles in California, around 100 hydrogen trucks, and growing bus deployment, with South Korea cited as having much larger fleets. They also discussed hydrogen fuel costs, with one rail operator saying delivered fuel had fallen from more than $60 per kilogram to about $35 per kilogram but would need to drop below $10 per kilogram for broad commercial viability. CARB’s incentive and regulatory programs, including heavy-duty vehicle subsidies and low-carbon fuel standards, were described as important supports, though federal tax credit changes and uncertainty were said to be slowing progress. The second panel addressed hydrogen’s public-health, air-quality, and climate role. CAPCOA, the Coalition for Clean Air, the building trades, and a UC Berkeley researcher argued that hydrogen should be used selectively in the most polluted, diesel-heavy settings such as ports, freight corridors, rail yards, transit depots, and backup power for data centers. They stressed that fuel cell applications provide zero tailpipe emissions, but cautioned that hydrogen produced from fossil fuels or used in combustion rather than fuel cells reduces the environmental benefit. The UC Berkeley witness presented modeling suggesting large reductions in NOx and particulate exposure, with significant avoided premature deaths and health savings if hydrogen displaces diesel in heavy-duty sectors. Panelists also urged that hydrogen not delay direct electrification, that environmental justice be central to deployment, and that infrastructure and safety planning include community engagement and measurable local benefits. The final panel featured public-sector updates from SamTrans, the Governor’s Office of Business and Economic Development, the Port of Long Beach, and the First Public Hydrogen Authority. SamTrans described its transition of more than 300 buses to battery-electric and hydrogen fuel cell buses, including a large order of 108 hydrogen buses, but said the loss of expected ARCHES funding created a major gap for fueling infrastructure and that state support is needed for grants, tax exemptions, and axle-weight rule changes. GoBiz said the federal cancellation of ARCHES funding disrupted the market, but that private capital remains available if demand and cost-reduction signals are strong; it pointed to permitting streamlining and targeted state action as key next steps. The Port of Long Beach reported 106 hydrogen fuel cell trucks in port drayage, a $10 million hydrogen truck grant program, and a request for proposals for a public fueling station, while warning that high costs, fuel shortages, and the Colton incident have slowed momentum. First Public Hydrogen Authority described efforts to aggregate municipal demand, support green hydrogen production projects, and create long-term market certainty for suppliers and off-takers. Committee members repeatedly pressed witnesses on where state funding should go next, with several suggesting that near-term support for transit fleets, fueling infrastructure, and targeted high-impact corridors would be the most effective way to keep hydrogen deployment moving.

Bills: SB2256, SB2053, SB2090, SB2169, SB2245, SB2519, SB2765, SB3055, SB3102, SB3118, SB3144, SB3248, HCR43, HCR69, HCR188, HB2300, HB1605, HB2094, HB1166, HB1970, HB1969, HB2050, HB2165, HB2271, HB2338, HB2339, HB1972, HB2208, HB2310, HB1801, HB2498, HB2443, HB1976, HB2246, HB2319, HB1541, HB2606, HB2343, HB1853, HB1840, HB1785, HB1952, HB2551, HB2171, HB1661, HB1802, HB1663, HB1838, HB1960, HB1815, HB2599, HB1769, HB2315, HB1860, HB1891, HB2104, HB2158, HB389, HB1510, HB2089, HB2090, HB2099, HB1516, HB1548, HB1481, HB2452, HB2329, HB2275, HB1658, HB2272, HB2273, HB2276, HB2335, HB1656, HB2207, HB2289, HB1854, HB2581, HB20, HB2296, HB1707, HB2297, HB1890, HB2241, HB2474, HB1740, HB2472, HB1688, HB2345, HB2546, HB1574, HB1546, HB2218, HB1163, HB1523, HB2021, HB1524, HB2020

Keywords: Brother Joseph Dutton, Kalaupapa, historic recognition, observance, Hawaii history, salvage vehicles, vehicle title transfer, electronic signatures, insurance, administrative efficiency, child custody, mental health, evaluations, licensed counselors, family court, SB2245, Hawaii ethics, revolving door, state employee ethics, cooling-off period

Transcript Highlights:

• , there will be bodies specific to each operator with only the counties that have those operators.
• Threat to an operator that's not doing what it needs to do.
• operators.
• And, you know, also related in this measure, of all the major operators, only one large operator gets
• , of all the major operators, only one large operator gets 100% of its financial need met.

Summary: The Assembly Transportation Committee heard SB 63 by Senator Wiener, as amended and coauthored by Senator Arreguín, a Bay Area transit funding measure intended to avert major service cuts at BART, Muni, Caltrain, and AC Transit. The authors said the region faces a fiscal cliff and that without new revenue, BART could collapse and other systems could face severe reductions. They described the bill as the product of extensive negotiations among the five Bay Area counties and transit operators, with San Mateo and Santa Clara counties opting in during the process. Much of the discussion focused on accountability and governance. Supporters said the bill includes some of the strongest oversight provisions in recent memory, including a third-party efficiency review and ad hoc adjudication committees that can withhold a portion of funding if operators fail to correct problems. Assembly Member Papin and Assembly Member Lackey argued the measure amounts to a taxpayer bailout with insufficient representation and too much control left to MTC, while the authors responded that the bill gives affected counties direct complaint and enforcement authority and that MTC must follow the ad hoc committees’ recommendations. Several members asked about complaint procedures, withholding thresholds, opt-in/opt-out issues, and whether the funding would return to the source counties if withheld. Testimony in support came from SPUR, Caltrain, MTC, the Bay Area Council, BART, SamTrans, VTA, San Francisco MTA, transit coalitions, environmental groups, local governments, and labor. Supporters emphasized the risk of severe service cuts, the importance of preserving recent investments such as Caltrain electrification, and the need for regional self-help. There was no registered opposition witness, though some members spoke against the bill. The committee ultimately voted 11-5 to pass SB 63 as amended to the floor, with the committee amendments also removing urgency language.

Transcript Highlights:

• Like there's folks who operate legally and those are operating legally.
• Go after the online illegal gaming operator.
• They license their own gaming operation.
• Are they operating as a restaurant or a salon?
• Are they operating as a restaurant or a salon?

Summary: The Industries and Professional Activities Subcommittee met to hear a panel on the prosecution and enforcement of illegal gaming in Florida. The chair opened with a video showing seized machines at a Florida Gaming Control Commission warehouse and described the scale of illegal operations. Panelists included the commission’s executive director, local sheriffs and police officials, and state attorneys from several counties, who described widespread illegal slot-machine locations, often in strip malls or convenience-store-type settings, and said the machines are typically used in organized criminal activity rather than legitimate amusement gaming. Witnesses repeatedly said the current penalty structure is ineffective because possession and operation of illegal slot machines are generally second-degree misdemeanors, which they described as too minor to deter operators who can quickly reopen after paying fines or completing diversion. They said enforcement is resource-intensive, requiring undercover work, search warrants, machine seizure, storage, forensic review, and long prosecutions, often while the same operators reopen elsewhere. Several panelists cited associated crimes such as robberies, firearms offenses, prostitution, drug activity, human trafficking, and at least some homicides tied to illegal gaming locations. Members also asked about the difference between legal amusement devices and illegal slot machines, online gambling, illegal horse racing, local licensing and ordinances, and whether manufacturers or distributors could be pursued. The commission and prosecutors said legal slot machines are limited to specific regulated locations and that lawful amusement machines lack a material element of chance. They said many illegal machines are imported or reworked versions of gaming devices and that upstream accountability is difficult under current law. Panelists also discussed cooperation with licensed casinos, tribal gaming entities, and local governments, noting that some local ordinances have tried to permit or limit these businesses. The main policy takeaway from the panel was a call to increase penalties, likely to felony-level offenses, and to consider stronger forfeiture and enforcement tools. No vote or formal action was taken at the meeting, and the chair adjourned after thanking the panelists.

Transcript Highlights:

• And builded up into court operations.
• <00:08:33.360> appropriation court the court operations appropriation court the court operations
• for full funding of our court operations for full funding of our court operations out<00:15:29.760
• Additional ask court court operations.
• <00:53:51.680> in uh obviously we we are operating in uh obviously we we are operating in

Keywords: 958, all

Summary: The Interim Joint Budget Review Subcommittee on Justice and Judiciary met without a quorum and heard an update from the Administrative Office of the Courts on the judicial branch budget. AOC Director Zach Ramsey and budget director Carol Henderson outlined the branch’s current funding structure, noting that fiscal year 2026 general fund support is about 2.77% of the state general fund, below the National Center for State Courts’ typical 2% to 4% range. They emphasized Kentucky’s unusual responsibility for courthouse facilities, with the judicial branch directly involved in construction, maintenance, and operations across 229 facilities in all 120 counties. AOC said nearly 91% of its general fund is spent on personnel and other non-discretionary costs, and that the branch has long relied on agency revenue, restricted fund carryforwards, and vacancy credits to balance court operations. Members were told that Senate Bill 25 required a $34.5 million transfer into a reserve account, part of which was used to purchase the Chamberlain Avenue building in Frankfort. AOC reported that only $11.9 million remains in restricted funds, while it projects needing about $13.5 million to cover fiscal year 2026 obligations, not including roughly $9 million in flood-related remediation costs for Hardin and Franklin counties, much of which it expects to recover through insurance and FEMA. Looking ahead to the next biennium, AOC said it will seek full funding of court operations at $341 million annually, a $13.5 million increase to bring current services into the base appropriation rather than relying on reserves. It also previewed additional requests, including a 15% across-the-board pay parity plan for Kentucky Court of Justice personnel, replacement of declining master commissioner fee revenue tied to 141 deputy circuit court clerk positions, funding for technology subscription and case management system costs, JAV audiovisual system upgrades, AEDs and medical kits for courthouses, and other staffing and operational needs. Senator Funky Frommeyer asked whether the 15% salary proposal was included in the $13.5 million increase; AOC said it was not, and that it would be an additional request. No votes or formal actions were taken.

Transcript Highlights:

• of how those schedules operate.
• foundation of what Amtrak operates. foundation of what Amtrak operates.
• that uh any service that Amtrak operates that uh any service that Amtrak operates that's<00:03:44.720
• trains that operate over three routes. trains that operate over three routes.
• Operational ST uh performing well.

Keywords: Highways and Transportation - Room 216, January 14, 2026; 10:30 AM, 925, all

Summary: Amtrak officials Todd Stenis and Jeff Mann briefed the committee on Amtrak service in Mississippi, with a focus on the new Mardi Gras state-supported route on the Gulf Coast. They reviewed Amtrak’s national structure, including the distinction between long-distance and state-supported service under PRIIA section 209, and noted that Mississippi is served by the City of New Orleans, the Crescent, and the new Mardi Gras service. They said the Mardi Gras began service on August 18 and operates four trains a day between New Orleans and Mobile with Mississippi stops, supported by Mississippi, Louisiana, and Mobile. The officials reported strong early performance for Mardi Gras, saying ridership had already exceeded 60,000 by the end of December against a 71,000 first-year projection, with about 435 passengers per day and a 64% average load factor. They also cited 86% on-time performance, a 94% customer satisfaction index, and average fares of $27 in coach and $66 in business class. They said the service is benefiting from strong demand, good coordination with host railroads CSX and Norfolk Southern, and planned capital improvements totaling more than $200 million that they said should reduce trip times by 30 to 40 minutes. Committee members responded positively, with Senator Williams praising the train experience and another senator noting personal use of the Mardi Gras service. The presenters invited members to ride the train and described it as a state investment paying off across South Mississippi and the Gulf Coast. After the Amtrak presentation, the committee returned to business and took up one bill, 2019, which would delete the sunset on the provision directing the first $80 million of lottery proceeds to the state highway fund. Senator Blackmon asked for clarification, the chairman confirmed the bill would make the road funding provision permanent, and the committee approved the title and reported the bill out.

Transcript Highlights:

• We mentioned a little bit about the cost of operators, hiring operators, and the shortages.
• And then, you know, on the operator side as well, you know, the more information the operator or the
• I've been taking notes on the standard operating procedure here.
• FDOT continues to operate SunRail, but the CFCRC is paying for the operations at this time.
• The next milestone is to complete the operational transition.

Summary: The Senate Transportation Committee met, took roll, and heard introductory remarks from members about their districts and transportation priorities, with several senators noting congestion and mobility challenges in their regions. The committee then received a presentation from the Florida Transportation Commission on its oversight role for FDOT, including annual and quarterly performance reviews, review of the five-year work program, and monitoring of tolling and transit authorities. Members asked whether the commission gets involved in project prioritization; the answer was no, because it is statutorily limited to high-level oversight rather than day-to-day project decisions. The committee next heard two reports related to transportation disadvantaged and paratransit services. FDOT’s Melissa Smith described the statewide Transportation Disadvantaged program, its governance structure, service models, and challenges such as fragmented administration, cost, inconsistent reporting, and rural service limitations. She outlined recommendations including better use of technology, regional partnerships, improved training, and alternative delivery models like microtransit and TNC partnerships. A University of South Florida researcher, Martin Katala, discussed best practices for paratransit and demand-response service, emphasizing route optimization software, dynamic dispatching, service standards, vendor accountability, and the use of TNCs and mobility management to improve efficiency and reduce travel times. A later presentation from UF’s I-Street program focused on emerging technologies for transit, including in-cabin monitoring, automatic restraints, accessible booking and tracking tools, and the need for statewide safety standards and better driver interfaces. Finally, FDOT Secretary Jared Perdue and District 5 Secretary John Tyler provided an update on the transition of SunRail local entities. They explained the differences among commuter rail, intercity rail, and light rail, and said SunRail’s financial transition to local partners was completed on January 1, with operational transition to follow over up to three years. They contrasted that with Tri-Rail, where FDOT still funds operations and discussions about a future transition are ongoing. Members asked about the differences between SunRail, Tri-Rail, Amtrak, and Brightline, and the presenters explained that commuter rail serves regional daily commuters while intercity rail connects regions. The committee concluded without taking any formal votes or other legislative action.

Transcript Highlights:

• You'll have to bear with me; I have yet to operate the clicker. I feel very grown up now.
• And so that takes time and money for the operator to find legal counsel.
• Why are fraudulent operators still accessing public funds?
• Core operational metrics are needed to manage health plans.
• Core operational metrics are needed to manage health plans.

Keywords: 1182, all

Summary: The Senate Committee on Health and Human Services held a fourth hearing in its ongoing review of alleged fraud, waste, and abuse involving AHCCCS/Access and DHS, with a major focus on Medicaid eligibility verification for the aged, blind, and disabled (ABD) population, behavioral health and sober living oversight, and payment delays to providers. Senator Shamp presented findings she said showed major gaps in ABD asset verification, including claims that only a fraction of enrollees were checked and that many ineligible members may remain on the rolls. She urged referrals to law enforcement, tighter verification requirements, better PARIS data sharing, and legislative changes to close what she described as a compliance and taxpayer-risk gap. Reva Stewart also testified that patient brokering and fraudulent recruitment of vulnerable people, including Native Americans, continues through social media and other channels, and she called for stronger enforcement and transparency. Heather Dukes, representing behavioral health and sober living operators, argued that the state’s response to fraud has become overly punitive toward legitimate providers. She said ADHS often sends technical paperwork deficiencies straight to enforcement instead of allowing plans of correction, that zoning approvals are being questioned despite not being within ADHS authority, and that long Access approval timelines are creating licensing and billing delays. ADHS Deputy Assistant Director Tiffany Slater said the department has seen a large volume of unlicensed complaints, that it is trying to improve staffing and data systems, and that some enforcement tools have been expanded for sober living homes. She also said many sober living operators are in recovery themselves and provide low-cost housing and support rather than direct billing to Access. Access Director Virginia Roundtree said the agency is trying to balance fraud prevention with support for legitimate providers. She reported steps such as daily internal huddles, live dashboards, added project management support, an outside review of the Division of Fee-for-Service Management, and a new external claims vendor to help reduce backlogs. Senators pressed her on a specific provider’s long-delayed payments and prepayment review, and she said the agency would provide answers early the following week. Access staff also described provider resolution roundtables and said unadjudicated claims had been reduced to zero, though members questioned whether that was due to denials rather than resolution. The hearing ended with the chair announcing legislation to preserve the American Indian Health Plan as a fee-for-service option while requiring Access to contract administrative and care management functions to another entity, citing structural failures in Access’s ability to operate the plan safely and effectively.

Transcript Highlights:

• has a 4.622 million operating has a 4.622 million operating adjustment.<00:05:21.360> The
• There is a House operating million.
• the governor's requested operating the governor's requested operating adjustment.<00:08:43.680><
• For the for an operating increase.
• $925,000 for the operating adjustment. $925,000 for the operating adjustment.

Keywords: 1183, house

Transcript Highlights:

• The thing that's unique about this is it is going to be a privately operated service.
• You know, we're companies and operators would want to first carry commercial passengers.
• This is our next release of our operational plan. This is right taken.
• and controlled airspace environments with legacy operations.
• >> Well, they operate under 2 different regulatory sense, >> Well, they operate under 2 different regulatory

Transcript Highlights:

• In the permitting process, automated vehicle operators should be required to define their operational
• In the permitting process, automated vehicle operators should be required to define their operational
• In the permitting process, automated vehicle operators should be required to define their operational
• > system<00:14:37.040> in They also operate another system in They also operate another
• small business operators. small business operators.

Keywords: 1183, house

Summary: The committee took up House File 5313, a bipartisan bill to create a statewide framework for autonomous vehicles in Minnesota. The author said the bill is intended to improve safety, provide regulatory clarity, avoid a patchwork of local rules, and support economic development and mobility for seniors and people with disabilities. The bill was described as a work in progress, and the committee adopted three author amendments: A12, a technical correction; A15, which states MDOT and Public Safety can absorb the bill’s incidental costs within existing resources; and A14, which added clarifying airport-related language requested by the Minneapolis-St. Paul airport/MAC. The Minnesota Department of Transportation testified in support of continued discussion but said the bill needs more work in several areas, including an annual MDOT permitting process for AV operators, defining operational design domains, adding stronger enforcement authority, clarifying remote assistance roles, and requiring fully automated vehicles to be registered with Public Safety. MDOT said it has worked with the governor’s connected and automated vehicles council and more than 70 stakeholders on recommendations. Industry and transit witnesses strongly supported the bill, citing existing AV deployments and safety benefits. Southwest Transit’s CEO said its Eden Prairie AV service has carried 27,000 riders over 112,000 miles with no accidents, strong customer satisfaction, and increased ridership. A Whimo representative said the bill would create regulatory certainty and help expand AV deployment. Several public witnesses emphasized accessibility and safety. A disability advocate described how autonomous vehicles could improve independence for people who cannot drive, including those with epilepsy and other disabilities, and urged passage of the bill. A former 911 dispatcher and state patrol employee said AVs could reduce crashes and protect drivers, pedestrians, and officers, contrasting a dangerous human ride-share experience with a safer autonomous ride. Another disability advocate and blind Minnesotan testified that AVs could help address transportation barriers, though he also noted ongoing discrimination problems with ride-hailing services for blind riders with guide dogs. After the amendments were adopted, the bill was moved to the Commerce Committee.

Transcript Highlights:

• And in 2020, and up until now, there's been a large drop in 2020 due to changes in ferry operating operations
• The operating program maintains and operates our buildings and provides planning and policy for our 47
• The operating program maintains and operates our buildings and provides planning and policy for our 47
• This is a big operation.
• The operating budget... Yes.

Summary: The committee received a detailed staff presentation on Washington State Ferries’ capital needs, current fleet status, and long-range funding outlook. Staff described the current service pattern, ridership recovery since the pandemic, the aging fleet, and the state’s plan to add three new hybrid-electric Olympic-class vessels under the 2025 budget, with delivery expected around 2030-2032. Members also heard that the fleet is operating with no reserve vessel, that preservation time is below the desired level, and that terminal electrification and vessel conversion plans face timing, cost, and procurement risks. Questions focused on ridership trends, biofuel supply, design-risk allocation in vessel contracts, sequencing of terminal electrification with new vessel delivery, and the cost and feasibility of restoring international Sidney service, which would require a SOLAS-certified vessel. Staff then outlined ferry capital funding, saying recent spending and programmed needs are far above regular ferry-specific revenues and that the system relies on a mix of dedicated accounts, transportation package money, federal grants, and transfers. They said the near-term budget is balanced through 2027-29, but the longer-term capital outlook shows a shortfall of roughly $250 million to $300 million per biennium, with broader unmet needs much higher. The presentation estimated costs for future vessels, life extensions, terminal electrification, and additional Jumbo Mark II conversions, and noted that the current enacted plan does not fully fund fleet replacement, full electrification, or life extension of older vessels. Members asked for follow-up information on terminal seismic/environmental issues, contract options for additional vessels, and the timing and cost of alternative vessel designs. The committee then shifted to WSDOT maintenance and preservation. Pascoe Focktich described maintenance operations, including winter response, guardrail repair, facilities, equipment, and the effects of underfunding and inflation. He said most of the maintenance budget is fixed cost and labor, that material prices have risen sharply, and that many facilities are in poor condition with asbestos issues and deferred upkeep. He also noted growing guardrail damage, increasing pavement claims, and the burden of maintaining aging bridges and facilities. Members asked about prior planning for these needs, the role of asbestos, and whether more proactive sequencing could help budget decisions. Troy Suing then presented the highway preservation program, saying WSDOT is in the early stages of critical failure and has stretched preservation dollars as far as possible. He explained the distinction between pavement, bridge, and other highway asset preservation, said the department is largely reactive, and estimated that delaying work can make it three to five times more expensive later. He said about 40% of roadways are currently due or overdue for preservation, bridge conditions are nearing the federal poor-bridge threshold, and the department’s 10-year preservation need is about $8 billion. Members asked about the cost of deferring work, whether the department could do more if funded, how priorities are set, and whether other states face similar problems. Finally, Evan Grimm and Mike Fay briefed the committee on bridge strikes by overheight vehicles. They described recent incidents on I-90 near Cle Elum and SR 410 near White River, the damage and closures caused, and possible countermeasures such as public outreach, improved trip-planning tools, and a pilot warning system with sensors and flashing beacons. Fay explained the state’s financial recovery process for third-party damage, saying WSDOT recovers roughly $20 million per biennium and about 78% to 80% of billed damages, with money going to the motor vehicle fund. Members asked about prevention, insurance recovery, and whether the state uses claim data to inform future design or safety changes.

Transcript Highlights:

• I'm a social equity operator as well. I'm in the social equity program.
• So social equity operators need more help.
• and economic empowerment operators.
• And please support social equity operators, please support small business operators, please support locally
• It would make it even harder to operate. Thank you.

Keywords: 995, all

Summary: The Joint Committee on Cannabis held a hearing on a package of cannabis bills focused on equity funding, delivery expansion, advertising restrictions, medical use, first responders, and ownership limits. Testimony strongly supported S. 87/H. 184 to direct a larger share of cannabis revenue into the Cannabis Social Equity Trust Fund and related equity programs, with speakers arguing the current funding is insufficient and that automatic transfers would better support businesses and communities harmed by the war on drugs. Several witnesses also backed H. 145/S. 89 to allow licensed cannabis delivery into municipalities that ban retail sales and to hotels, saying current rules unfairly limit social equity delivery operators and consumer access. There was also support for H. 176 on medical cannabis eligibility and S. 76 on cannabis use by first responders, while H. 177/H. 178 on new taxes drew opposition from several business owners who said the industry is already heavily burdened and overtaxed. A major point of debate was S. 94/H. 157, which would prohibit billboard advertising for non-prescription marijuana. Public health advocates, parents, and neuroscientists argued that cannabis billboards normalize use, are seen by youth, and are difficult to regulate effectively under the current 85% adult-audience standard. They urged a public health approach similar to tobacco restrictions. In contrast, several industry witnesses opposed further advertising limits, saying cannabis businesses already face strict marketing rules, billboards are privately owned, and additional restrictions would hurt small operators and raise First Amendment concerns. Some witnesses also criticized the proposed increase in ownership caps and consolidation provisions in the broader cannabis bill, warning they would favor large multistate companies over small and social equity businesses. Committee members asked questions about billboard ownership, enforcement of the current advertising rules, and the legal basis for restricting sign content. Witnesses and members also discussed the Cannabis Control Commission’s role, the difficulty of enforcing audience-composition standards, and whether delivery should be treated more like alcohol. No votes were taken during the hearing, and the chair noted that written testimony would continue to be accepted.

Transcript Highlights:

• I think operators wouldn't want that from the safety of the operations or the facility, and certainly
• Oil and gas operators can afford to do better in Texas.
• When the operator is subsequently required, then the operator is subsequently required to pay interest
• Most of our operators are great.
• The operator would get a title opinion from an attorney.

Bills: HB3619, HB3652, HB4572, HB4891, HB4941, HB5103, HB5105, HB5106, HB5224, HB5600

Keywords: surface estate, well plugging, Railroad Commission, landowner rights, liability, strategic reserve, gas supply, petroleum products, disaster response, Railroad Commission of Texas, energy security, emergency planning, oil and gas waste, environmental regulation, waste management, mining pits, groundwater monitoring, regulation, commercial disposal facilities, environmental standards

Transcript Highlights:

• the per diem cost of a substantially similar state-operated prison.
• the per diem cost of a substantially similar state-operated prison.
• No, it is something we look at occasionally in an operational audit.
• On the slide is the statutory definition of an operational audit, but in short, an operational audit
• Most of our operational reports include seven sections, Most of our operational reports include seven

Summary: The Joint Legislative Auditing Committee met to receive annual overviews of its oversight responsibilities and the work of the Auditor General and OPAGA. Committee staff reviewed the committee’s authority over state and local governments, enforcement of audit-report filing requirements, repeated audit findings, Transparency Florida reporting, and lobbying compensation audits. Auditor General Cheryl Norman described her office’s independence, audit standards, quality control, and major audit areas, including the state’s annual financial and single audits, school district and university audits, operational and performance audits, and attestation work. She also noted staffing shortages, recruitment efforts, and a request for carry-forward funds to study salaries. Members asked about whether audits can quantify recoverable dollars, how school district spending comparisons are handled, and how to raise concerns about DCF-related audits or a local city audit that has been pending for years. Norman said her office can quantify findings when possible, sometimes compares costs across districts in operational audits, and that members can bring specific concerns to the appropriate deputy auditor general or the committee. She also explained that citizen or local-government audit requests may require payment of audit costs. OPAGA Coordinator Kara Collins-Gomez outlined OPAGA’s role as a legislative research unit that conducts studies directed by law, the presiding officers, or the committee, and described its policy areas, methodologies, contract monitoring, and recurring statutory reports. Deputy Auditor General Matthew Tracy explained how to read operational audit reports, including findings, criteria, condition, cause, effect, recommendations, and management responses. Deputy Auditor General Greg Senators explained financial audit reports, including audit opinions, required supplementary information, internal control and compliance findings, federal program compliance, and management letters. The meeting concluded with thanks to the presenters and a motion to adjourn, which passed without objection.

Transcript Highlights:

• general fund support for rail operations general fund support for rail operations but<00:11:19.360
• <00:11:51.800> or<00:11:52.079> our operations or our operations or our aspirations<00:
• <00:12:18.240> U<00:12:19.040> uh operating U uh operating U uh expenses<00:12:21.079><
• operating cost of a of rail operations operating cost of a of rail operations now<00:48:41.000><
• between operating and capital cost.

Keywords: 1187, senate, all

Summary: The Transportation Committee met on January 29, 2025, to hear the Metropolitan Council’s presentation on the Governor’s proposed agency budget requests. The Council outlined three main budget items: authorization to advance funds to MnDOT to help coordinate a highway project with arterial bus rapid transit construction; a proposal to make free regular-route transit rides permanent for eligible Metro Mobility riders, after a successful pilot that produced nearly 75,000 rides; and a reduction in general fund support for rail operations, which the Council said it could absorb in the near term. The Council also noted it was seeking $15 million in the bonding bill for bus rapid transit, including support for the H Line, and described other capital requests for an infill/infiltration program and regional parks. Council leadership said the advance-funds proposal would let two projects move together more efficiently, reduce disruption, and potentially lower costs by avoiding repeated reconstruction and maintenance. On the Metro Mobility fare pilot, they said the lower fare increased rider freedom and spontaneity while saving state money because fixed-route service is cheaper than individual Metro Mobility trips. On the general fund reduction, they said the agency is expanding service, opening the Gold Line, B Line, and E Line, and can manage the cut because of its diversified revenue sources, though it could affect future expansion. Senator Nelson raised concerns about the proposal to expand the Right-of-Way Acquisition Loan Fund to include regional parks and trails, warning that the legislation should clearly avoid creating condemnation authority for park or trail projects, especially where they are adjacent to MnDOT projects. Council staff responded that the program would finance local acquisitions rather than give the Met Council condemnation power, and said they would take the concern under advisement and ensure the legislation is carefully drafted. Members also discussed federal funding uncertainty; Council officials said federal transit operating support is about $30 million and that a pause or cut could affect future capital projects and some existing awards, while the region’s diversified funding base would help cushion operations. No votes or formal actions were taken at the meeting.

Transcript Highlights:

• Operating expenses.
• Operating expenses, $64,027.
• State Park operations: 342.3 FTE. Wildlife Operations: $798,614,?
• Operating expenses, motorpool vehicle lease and 152,000 operating expenses.
• lease and 152,000 operating expenses. lease and 152,000 operating expenses.

Keywords: 981, all

Summary: The House convened with a quorum, approved the prior journal, and heard several brief recognitions before moving to business. Members welcomed foster care advocates for Child Abuse Prevention Month, Girl Scouts visiting the Capitol, and participants in Black Maternal Health Week, with remarks emphasizing foster youth voice, leadership development, and the need for culturally competent maternal health care and doula/midwife support. The chamber then took up House Joint Resolution 1026, honoring former Governor Roy Romer and designating a portion of I-25 as the Governor Roy Romer Memorial Highway. Supporters highlighted Romer’s long public service, his work on education and infrastructure, and his role in major state projects. A proposed amendment to strike the word “memorial” was withdrawn, the House suspended the rules to allow Romer to speak from the well, and Romer offered remarks about legislative collegiality and the importance of democracy and listening to opposing views. House Joint Resolution 1026 was adopted on a 60-0 vote, with four excused and one absent. After a brief recess, the House returned to special orders and resumed reading House Bill 1410 at length, continuing through extensive appropriations language for the Department of Human Services, including child welfare, youth services, Medicaid-related transfers, SNAP and benefits administration, and other funding line items. No final action on House Bill 1410 was taken in the portion provided.

Transcript Highlights:

• The ability to operate in other traffic areas would remain unchanged.
• So we're not at that level—well, some of them are starting to operate without drivers.
• When the doors blew off of Boeing airplanes, no one sues the pilot for operating it.
• We particularly appreciate that the bill addresses AVs operated as part of the bill. operations in Texas
• We'll continue to support AV operations.

Bills: SB1493, SB1598, SB1895, SB1919, SB2039, SB2226, SB2243, SB2425

Keywords: SB 1493, Texas Transportation Code, motor vehicle lighting, vehicle lighting standards, high-mounted stoplamp, center high mount stop lamp, CHMSL, brake light, stop lamp, federal motor vehicle safety standards, 49 C.F.R. 571.108, FMVSS 108, vehicle inspection, automotive compliance, Transportation Committee, Texas vehicle equipment, motor vehicle collision report, crash report, accident report, traffic accident

Summary: The Senate Transportation Committee heard and advanced a wide range of transportation-related bills. Early in the meeting, SB 1598 by Senator Hagenbuch was heard on allowing collision report information to be used and shared more clearly for law enforcement investigations, including through records-management partners and nonconfidential VIN data; the bill drew support from the Sheriff’s Association and Carfax for Police and was left pending before later being reported favorably. SB 1493 by Senator Parker, which would codify DPS’s position on flashing/pulsing stop lamps as compliant with federal standards, also received supportive testimony and was reported favorably. SB 1895 by Senator Perry would designate Loop 88 in Lubbock as a First Responders Memorial Loop and was reported favorably, and SB 1919 and SB 2243 by Senator West, dealing with TxDOT liability claim settlements and TxDMV authority to require VIN inspections for certain trailers, were likewise heard without opposition and later reported favorably. SB 2039, concerning right-of-way and traffic rules for sidewalk users such as bicycles, e-bikes, skateboards, and scooters, was heard and left pending before being reported favorably later in the meeting. SB 2226 by Senator Nichols, reducing the local match requirement for aviation grants in economically disadvantaged counties from 10% to 5%, was discussed with TxDOT testimony explaining how federal and state airport funding interact; it was reported favorably. SB 2499 by Senator Flores, involving memorial markers and an account for donations, and SB 1394 by Senator Hall, concerning concrete truck axle rules, were also reported favorably. The committee recessed after handling the pending items and leaving some additional matters for a later hearing. A major portion of the meeting focused on SB 2425 by Senator Nichols, a comprehensive bill on commercial autonomous vehicles. The author said the bill was developed through extensive stakeholder meetings with industry, agencies, insurers, and lawyers, and it would require AV companies to provide information to TxDMV, submit first-responder interaction plans to DPS, and allow DPS and DMV to suspend or revoke operations in certain circumstances. The committee substitute also updated definitions, addressed Level 3 systems, clarified commercial use and fleet penalties, and created an expedited process for reinstating operating authority after disputes. Supporters included the Texas Public Policy Foundation, Tesla, GM Cruise, Bot Auto, and the Autonomous Vehicle Industry Association, who said the bill balances innovation and safety and helps Texas remain a leader in AV deployment. One witness opposed the bill, arguing that it would improperly shield manufacturers from liability, but committee members and the industry witnesses said liability would continue to be governed by state law and that the bill was intended to clarify, not eliminate, responsibility. After debate, the committee adopted the substitute and reported SB 2425 favorably on a 6-0 vote. Throughout the hearing, members asked questions about practical effects and funding. On SB 2226, TxDOT’s aviation director explained that some airports already receive federal and state support and that the bill would mainly help state-only airports in disadvantaged counties that struggle to meet local match requirements. On SB 2425, members asked about reliability metrics, commercialization, and liability; industry witnesses said the technology is still being refined but that Texas’s framework has attracted investment and could improve road safety over time. Several bills were recommended to the local and uncontested calendar after favorable votes, and the committee also agreed to keep motions in writing open briefly for members who were absent, so long as doing so would not change any bill outcomes.

Transcript Highlights:

• The operator is drafting that mine operation reclamation plan.
• it, on the operation, and we are anticipating a revision to that mining operation and reclamation plan
• Is the operator the same as the owner? Mr.
• The operator has to own the mineral claim or claims.
• It includes baseline and sampling by the operator.

Transcript Highlights:

• Operators like Viro can confidently operate its business, hire more workers, and our state's cannabis
• <01:04:58.559> operators medicine will remain viable. operators medicine will remain viable
• 01:05:00.880> operate<01:05:01.200> its like Viro can confidently operate its like Viro
• power to the two multi-state operators power to the two multi-state operators that<01:21:10.800>
• up, which was local Minnesota operators. up, which was local Minnesota operators.

Bills: HF1545, HF2426, HF1615, HF2403

Keywords: medical cannabis, cultivation, cannabinoid products, plant canopy, Minnesota statutes, cannabis, hemp, lower-potency, edibles, regulations, licensing, local control, consumer safety, age restrictions, commerce policy, financial institutions, insurance regulation, limited long-term care insurance, Medicare supplement, health insurance