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• program.
• So we've been able to do that through a combination of our grant program and our loan program.
• or UIC program.
• program.
• This program falls under the TCEQ TURP program.

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• I know you focused on the program I know you focused on the program Integrity<00:01:50.920> which
• Health Insurance Program.
• <00:02:44.840> and overview of the program and overview of the program and responsibilities
• <00:03:04.280> as the state for the Medicaid Program as the state for the Medicaid Program
• <00:03:11.680> the per. um for the program the per. um for the program the administration<

Keywords: 958, all

Summary: The subcommittee met to review the Department for Medicaid Services’ program integrity work. Commissioner Lisa Lee and Program Integrity Director Jennifer Dudinsky outlined Kentucky Medicaid’s structure, funding, enrollment, and spending, including FMAP rates, the size of the Medicaid and KCHIP populations, the number of providers, and 2024 expenditures. They also described the managed care and fee-for-service populations, noting that managed care serves most members while fee-for-service is concentrated in long-term care and waiver populations. Most of the discussion focused on fraud, waste, abuse prevention, and provider oversight. The department described its provider enrollment and certification checks, revalidation requirements, site reviews, fingerprinting for some high-risk providers, and termination grounds such as false application information, Medicare actions, unreported ownership changes, and abandonment of a provider number. Members asked about nonprofit ownership reporting, MCO fraud oversight, and how the department tracks unusual CPT code utilization, especially in behavioral health. The department said it uses data analytics, audits, policy review, and collaboration with behavioral health staff to monitor those trends. Dudinsky explained the division’s four branches: provider licensing and certification, audits and compliance, recovery, and third-party liability/estate recovery. She described prepayment and postpayment audits, referrals of credible fraud allegations to the Attorney General, monthly meetings with the AG’s office, and coordination with the Office of Inspector General, CMS, HHS OIG, MCOs, and other partners. She also explained payment suspensions, stand-downs during law enforcement investigations, and recovery efforts for overpayments, provider/member fraud, and third-party liability. The department said its recovery and avoidance efforts produced more than $251 million in savings so far in 2025. No votes or formal actions beyond approving the minutes were taken.

Transcript Highlights:

• And so we've incorporated a Smart PM into this program to make sure that we're ...to the program over
• And so this The highway priority program and incorporating that into the annual program to get funding
• Obviously, LTIF is a component of our program.
• That's our construction program. That's what we're building with the program. Okay.
• and the road program.

Keywords: 965, house, all

Summary: The House Transportation Committee met for an information-only hearing with no votes or formal actions. DOTD Secretary Glenn LaD and Deputy Secretary Beau Black outlined the department’s transformation efforts, emphasizing faster project delivery, improved transparency, and use of technology. They reported major reductions in contractor payment processing time, from roughly 35 days to 15 days or less, and change-order approvals from about 40–45 days to around five days. They also described new tools such as inspection tablets, a project delivery dashboard, e-ticketing, a customer service portal, and a pilot using sensor technology on department vehicles to identify potholes and damaged assets. The department said it is reorganizing district staffing, replacing the old area engineer model with district points of contact for construction, maintenance, and operations, without increasing total staff. Members focused heavily on local maintenance concerns, including potholes, drainage, culverts, mowing, overgrown ditches, and utility-related delays. Several legislators asked how to get quicker responses on routine maintenance and how to distinguish state responsibility from local jurisdiction. DOTD said it would meet with district administrators to address specific problems and clarify jurisdiction, and that the new customer service portal should help track complaints electronically. Members also asked about contractor accountability, utility relocations, and public communication on long-running projects; DOTD said it is improving internal KPIs, coordinating more closely with district staff and public information officers, and considering broader public updates beyond the website. The department also reviewed highway planning and funding. Officials said the Highway Priority Program is being reworked into a more fiscally constrained, staged process that starts earlier in concept development and gives legislators and constituents more feedback before the annual road show. They said the department is using new IDIQ contracting authority to bring in outside help for bridge maintenance and other work, and that bridge maintenance backlogs remain significant. DOTD reported that LTIF 1.0 and 2.0 together cover 91 projects statewide totaling more than $534 million, with over 40 complete, and that LTIF 3.0 adds 39 projects and about $165 million. Combined with other funding sources, the department said its upcoming construction program will include 385 projects worth about $1.73 billion. Legislators generally praised the department’s progress but raised concerns about lingering local problems and the need for clearer communication. Questions were also asked about a barge strike on the Black Bayou Pontoon Bridge, with DOTD saying divers and staff were inspecting the damage and that emergency repairs would likely be needed. After the DOTD update, the new Office of Louisiana Highway Construction, led by Archie Chesson, gave its own update on its first year, describing a small staff, heavy use of consultant and contractor pools, emergency procurement authority, and rapid delivery of rural bridge and roadway projects.

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• The Ferry’s capital program averages $122 million.
• CCA spending on the electrification program.
• He said that each program noted here—the preservation program, the maintenance program, and the improvement
• The TEF equipment program provides equipment services to all programs in the agency, not just maintenance
• program.

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.

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• Program, which focuses on even other resource concerns that don't fall into one of our existing programs
• The state board's newest program, the on the ground conservation Program mentioned earlier, And, uh,
• It is a competitive grant program.
• I'm the program manager for the flood control program at the Texas Soil and Water Conservation Board.
• You'll see Texas A&M and uh colleges like that come on board with hemp programs, hemp breeding programs

Bills: HB294

Keywords: energy efficiency, tax exemption, residential properties, sustainability, real estate

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• Summer feeding programs and that we get a little confused on the summer feeding programs.
• We have a seed program.
• Uh, when that program, and it's been many years since we had that program, but we actually saw springs
• Uh, my program, the Farm Fresh program, is strictly a, a volunteer program, uh, but we have about, you
• , a young farmer grant program.

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• 1500 hour program. 1500 hour program.
• the CTE programs face. the CTE programs face.
• <02:22:56.720> into<02:22:57.120> a program or high school program into a program or
• high school program into a post-secary<02:22:58.160> program.
• These programs have offered CT programs.

Keywords: 928, house, all

Summary: The committee opened a hearing on Senate Bill 185, which would add timelines to Office of Professional Licensure and Certification (OPLC) investigations. Senator Howard Pearl said the bill was prompted by concerns from the New Hampshire Association of Realtors about delays at the Real Estate Commission, and he explained that the proposal would require OPLC staff to make an initial determination within 30 days and, if misconduct is found, complete an investigation within 60 days. He said the goal is to improve transparency and give consumers and licensees more timely information, while preserving the board’s adjudicatory role. He also noted that the bill had been amended to delay implementation to give OPLC time to work through its backlog. Committee members questioned how the bill would work when an investigation is incomplete and whether the board could send a case back to OPLC without a firm deadline. Pearl said the board would have discretion to continue the investigation or make a final determination, and that the bill was intended to streamline OPLC’s process rather than impose a hard cap on complex cases. OPLC Executive Director Deanna Durus and General Counsel Nicholas Fry then testified that the agency has already changed its procedures under prior legislation, including a facial review of complaints and monthly board review of dismissal memos. They said the bill would substantially alter the current structure, could conflict with existing limitation periods and board duties, and would be difficult to implement without additional staff and funding. Durus said the agency’s backlog is large, that new complaints are being triaged and prioritized, and that some urgent matters are moved ahead based on risk and statutory deadlines. She said OPLC had completed a review of about 500 backlog cases that would now be dismissed under current screening standards, and that those cases are being turned into memos for board review. Board of Medicine public member Nina Gardner testified in favor of the bill but said the backlog is significant and that the agency needs more resources to make the process work effectively. She said the board is seeing progress, but not fast enough, and suggested the bill may not go far enough without additional staffing and funding. No vote was taken during the hearing.