Transcript Highlights:

• </c> talk about uh the transportation talk about uh the transportation cabinet.<00:02:30.160><c> Just
• So that's a transportation. Okay.
• </c> transportation cabinet. transportation cabinet.
• </c> Preservation or KSLIP grant program. Preservation or KSLIP grant program.
• </c> track over the federal grant. track over the federal grant.

Summary: The Budget Review Subcommittee on Transportation met without a quorum, so it could not approve the minutes. The chair announced an Eastern Kentucky University health forum later that day and then proceeded with testimony on alternative delivery methods for road projects. Jason Sawala of the Kentucky Transportation Cabinet and Chad Laroo of the Kentucky Association of Highway Contractors were sworn in and introduced themselves. Sawala explained KYTC’s use of alternative delivery tools, including design-build, construction manager/general contractor (CMGC), and public-private partnerships (P3s). He said the cabinet’s goal is to deliver the best value to taxpayers in terms of quality, cost, and time, and emphasized that alternative delivery is most useful on projects with special circumstances such as innovation needs, specialized technology, complex constructibility, schedule pressure, or early contractor input. He cited the cabinet’s wrong-way driving prevention project as an example where design-build helped evaluate technologies and coordinate with stakeholders such as EMS and first responders. He also outlined the main tradeoffs: alternative delivery can improve collaboration and sometimes accelerate schedules, but it also brings risks related to right-of-way acquisition, utility relocation, changing scope, and the need for dedicated staff and compressed decision-making. He stressed that these methods are not a cure-all and are not appropriate for every project, while noting that traditional design-bid-build remains effective for most of KYTC’s work. Representative Branscum responded favorably, saying early contractor involvement is valuable and consistent with his experience in the vertical construction world. No votes or formal actions were taken because the committee lacked a quorum.

Transcript Highlights:

• Okay, we'll begin the February 18th meeting of the House Transportation Committee.
• grants that were existing where wildlife crossings also became eligible components, like BUILD grants
• , formerly TIGER grants.
• and public transportation users.
• And active transportation facilities that support our highway system and implements transportation facilities

Committee: House Transportation

Transcript Highlights:

• at the Massachusetts Department of Transportation.
• Department of Transportation.
• Of course, our transportation network is not just roads.
• this reauthorization would allow for about 100 more grants to be made.
• It's not a grant program necessarily, though grants could be used.

Bills: H5279

Committee: Joint Joint Committee on Bonding, Capital Expenditures and State Assets

Transcript Highlights:

• block grant that every Omitted them from the same transportation block grant that every other school
• to offering transportation.
• And this is a very strange little anomaly, but the block grant funding for transportation was set on
• So rather than being now our block grant being based on an entire school transportation program, we are
• Currently, Answer does not get any of the transportation block grants like other schools, and to receive

Committee: House Education

Transcript Highlights:

• Transportation grants is one; special education is another; pre-K is another.
• Transportation grants is one, included.
• Transportation grants is one, special<00:28:24.280><c> education</c><00:28:24.960><c> is</c><00:28:25.120
• ><c> transportation</c><00:29:24.320><c> with</c><00:29:24.440><c> transportation</c> for transportation
• with transportation for transportation with transportation um<00:29:25.800><c> standards</c><00:29:26.480

Transcript Highlights:

• It's better than transporting by rail. Is that correct? It's better than transporting by rail.
• And those are through the Transportation Improvement Board and WSDOT grants.
• And these grants are highly competitive.
• These grants are highly competitive, with a bit less than a third of all grant applications being awarded
• have transportation benefit districts.

Committee: Joint Joint Transportation Committee

Summary: The committee first heard an update on the Joint Transportation Committee study of transportation impacts if the Lower Snake River dams were removed. WSDOT and Jacobs described the study’s phases, including current work on geology, infrastructure risk, and a total logistics cost model. They explained that the study is examining how freight now moved by barge—especially wheat, fertilizer, and wood—could shift to rail and roads, and they outlined several scenarios ranging from no-dam future conditions to new unit-train terminals, short-line rail options, and a combined “many solutions” scenario. Members asked about irrigation, impacts in Idaho and Oregon, port capacity, emissions, competition, EV trucks, and whether the model could estimate transportation effects if grain volumes decline. The presenters said the study assumes current production levels continue, does not model irrigation changes or broader farm-economics impacts, but does account for transloading costs and can estimate transportation impacts under different volume assumptions. WSU’s independent review team said the model has improved substantially but still needed refinement, especially in routing, road data, and spatial detail, and that stakeholder engagement had been strong though delayed by model development. No votes were taken. The committee then received a presentation on the alternative sidewalk funding study. Staff and consultants said the study is exploring ways local governments could sustainably fund sidewalk maintenance, repair, and new construction, using a statewide survey, interviews, national research, and case studies in eight jurisdictions. They noted sidewalks are important for pedestrian safety and connectivity, but there is no dedicated funding source in Washington, and existing grants and local revenue tools are highly competitive or limited. The consultants highlighted sidewalk fees or utility-style charges as the most promising option to study, while a parcel tax was largely set aside because of state property-tax uniformity concerns. Members asked whether the study would duplicate existing funding or add to current taxes, and how a sidewalk fee would be collected; the consultants said the goal is to expand local options, not mandate adoption, and that fees would likely be billed through utilities rather than property taxes. A preliminary draft report is due December 15, with a final report due in mid-June. Next, staff gave a brief update on the ocean-going vessels study, which is examining shore power and emissions rules for vessels at berth. The presenter explained that federal Clean Air Act rules and California waiver authority create legal limits on how far Washington can go if it wants to adopt similar standards, and that deviations from California’s approach can increase litigation risk. The report will summarize stakeholder outreach and will be presented in draft form at the next JTC meeting. Finally, county engineers from Chelan and Douglas counties began a presentation on county transportation challenges, with the association’s director emphasizing collaboration with state agencies and local partners on issues such as fish passage barriers and infrastructure needs. The county presentation was only beginning when the transcript ended, and no committee action or votes were recorded.

Transcript Highlights:

• our gridlock and transportation system, as you all know.
• our gridlock and transportation system, as you all know.
• Eleven ports are in Grant County.
• their transportation every six years.
• I believe it's whenever you do your comp planning for transportation, just for transportation, that you

Summary: The committee held public hearings on several bills related to transportation, utilities, housing permitting, and port financing. Substitute Senate Bill 6309 would give regional transit authorities, such as Sound Transit, more flexibility to apply for permits before acquiring property, exceed certain local height/setback limits when needed for rail systems, and use development agreements to vary local standards; the sponsor and Sound Transit testified that the bill would speed delivery of light rail and bus rapid transit, and an amendment was described to allow permits on property not yet owned if the transit authority remains responsible for obtaining property rights. Substitute Senate Bill 6076 would streamline procurement rules for public utility districts on clean energy, storage, transmission, and distribution projects by raising self-performance and contract thresholds, allowing limited noncompetitive procurement in certain reliability or specialized-technology situations, and extending some provisions until 2045; supporters from PUDs, labor, and industry said the changes are needed because of rising costs, long lead times, and grid reliability demands, while committee members asked about the size of the threshold increases and the scope of the bidding waivers. Substitute Senate Bill 5729 would prohibit local governments from charging applicants for third-party plan review when a licensed local staff professional of the same discipline has already reviewed the materials, while still allowing third-party review at the applicant’s cost in certain cases; the sponsor said the bill was narrowed from a broader version and was intended to prevent duplicative fees, and builders supported it as a permitting streamlining measure. Senate Bill 6132 would create a narrow debt-limit exception for the Port of Moses Lake to support a rail project and preserve federal funding eligibility; the port and economic development supporters said the project is ready to bid and needs additional borrowing capacity because of inflation, and the sponsor clarified that the bill is intended to apply only to that port. Engrossed Second Substitute Senate Bill 5374 would require tribal governments to be included in transportation planning coordination under the Growth Management Act and create a tribal traffic safety coordinator grant program; the sponsor emphasized severe pedestrian fatality disparities for Native people and said the bill is about consultation and safety, while county representatives supported the policy goal but asked for clearer cross-references to existing GMA consultation and dispute-resolution processes. The committee also took up Substitute Senate Bill 6070/6076-related testimony and, at the end of the hearing, announced that bills would be executed the next day and amendment requests should be submitted as soon as possible.

Transcript Highlights:

• Transportation. Transportation.
• The Department of Transportation The Department of Transportation requests<00:09:25.040><c> to</c><00
• </c> from the Department of Transportation. from the Department of Transportation.
• The Department of Transportation The Department of Transportation requests<00:14:54.240><c> approval<
• ><c> for</c><00:20:35.039><c> the</c> easement would be granted for the easement would be granted for

Summary: The Long Range Capital Planning and Utilization Committee met and approved the minutes from June 30, 2025. There was no old business. The committee then heard a series of New Hampshire Department of Transportation requests involving the sale or disposal of state-owned land and easements, including an access point sale in Exeter, land sales in Keene, Guilford, Lincoln, Conway, Chesterfield, Fremont, Belmont, and a utility easement in Albany. Most items were direct sales to abutters or towns, with conditions such as obtaining local and state approvals, commissioning boundary surveys, and paying administrative fees; each of these items was approved by motion and vote. One Guilford parcel was amended to reflect a smaller surveyed area and reduced appraised value before approval. The committee also approved a permanent access easement for a single-family residence on Route 153 in support of the Bickford property. The committee then considered a Department of Administrative Services item, presented as a substitution replacement, authorizing a perpetual utility line easement to Public Service Company of New Hampshire for a facility under construction on the Hampstead hospital property that will serve as the replacement facility for the Manchester senior center. The department requested waiver of the administrative fee because the easement was being granted in exchange for utility service, and the committee approved the request. An informational item, LRCP25-038, was discussed regarding a reduction in fair market value due to a change in access; staff explained no committee action was required because the item was informational only. Additional informational materials from the New Hampshire Council on Resources and Development were received, including meeting minutes and surplus land review memorandums for Meredith and Hampstead. Before adjourning, the committee set its next meeting for December 9 at 9:30 a.m. at Granite Place, Room 228, noting the meeting would be on a Tuesday rather than Monday because of building scheduling. The meeting concluded with a motion to adjourn, which was seconded and approved.

Transcript Highlights:

• As background, the transportation bonds are issued to fund transportation capital projects that have
• We also appreciate the partial restoration of regional mobility grants, along with funding for the transportation
• We also appreciate the partial restoration of regional mobility grants, along with funding for the transportation
• transportation system users.
• grants.

Summary: The Senate Transportation Committee held public hearings on three bills: SB 6225, a proposed substitute bond bill authorizing transportation funding bonds; SB 6005, the proposed substitute supplemental transportation budget; and SB 6354, a bill to expand access to electric vehicles through limited direct sales by qualifying EV-only manufacturers and changes to the documentary service fee. Staff explained that SB 6225 would authorize $1.1 billion in general obligation bonds, an additional $400 million for selected Move Ahead Washington highway projects, a $500 million increase in SR 520 bond authority, and the expiration of some older unused bond authorizations. For SB 6005, staff described a $17.5 billion supplemental budget with $1.5 billion in new funding, including reappropriations, preservation and maintenance spending, ferry investments, Climate Commitment Act-related adjustments, and a six-year balanced plan through 2031. For SB 6354, staff outlined the direct-sales framework for qualifying EV manufacturers, dealer licensing requirements, penalties for violations, and a fee increase that would direct revenue to EV rebates and multimodal transportation. Testimony on the budget and bond bills was broadly supportive from transit, local government, labor, construction, ports, and climate advocates, who praised preservation funding, ferry investments, safety programs, EV charging, rail electrification, and flood-response or local project funding. Several witnesses asked for specific project or account changes, including support for Skagit Transit, Day Road and Poplar Way bridge-related funding, Spokane TMC operating support, Kent corridor funding, and additional rail capital projects. Some speakers also urged more Climate Commitment Act funding for EV rebates, charging, and rail electrification, while others warned against deeper cuts to local programs and stressed the need for long-term preservation and bonding to stabilize the system. Testimony on SB 6354 was sharply divided. Rivian, Lucid, and several Washington auto dealers supported the bill as a compromise that would allow limited direct sales for EV-only manufacturers while preserving franchise protections and generating revenue for EV rebates. Climate advocates supported the bill as a way to accelerate EV adoption and asked that more of the fee revenue go to instant rebates for low-income buyers. In opposition, the Alliance for Automotive Innovation and Honda argued the bill creates unequal rules, weakens the franchise system, and was not the product of a true compromise. The committee announced that SB 6225 and SB 6005 would be in executive session Thursday at 8 a.m., with amendments due by noon the prior day, while SB 6354 would be scheduled for executive action later.

Transcript Highlights:

• , for federal grants.
• transport prisoners?
• Grants, we know where their employees are from.
• And so Otero doesn't have to transport prisoners, but these other two have to transport county prisoners
• I understand transporting prisoners, but every county transports prisoners.

Committee: Senate Senate Finance

Transcript Highlights:

• Shame on the Commissioner of Transportation for not standing up for her mission. to maintain our transportation
• To exempt the city from a grant management process when there's a competitive grant process makes perfect
• It is a waste of resources for the Department of Transportation for them to manage that grant as they
• This is a transportation bill.
• And electronic library grants and grants for cardiac emergency response plans in our schools.

Transcript Highlights:

• our gridlock and transportation system, as you all know.
• our gridlock and transportation system, as you all know.
• Eleven ports are in Grant County.
• transportation governments to work with our local and regional governments when they plan their transportation
• I believe it's whenever you do your comp planning for transportation, just for transportation, that you

Bills: SB6132

Committee: House Local Government

Keywords: indebtedness limits, inland port districts, federal funding, infrastructure improvements, economic development

Transcript Highlights:

• Okay, we'll begin the February 18th meeting of the House Transportation Committee.
• grants that were existing where wildlife crossings also became eligible components, like BUILD grants
• , formerly TIGER grants.
• and public transportation users.
• I serve on the Cooper Jones Active Transportation Commission.

Summary: The House Transportation Committee met on February 18 and heard several Senate transportation bills, then announced it would caucus after the public hearings. Engrossed Senate Bill 5081, concerning unattended motor vehicles and remote starter systems, was briefly introduced and described as having no fiscal impact; the sponsor framed it as a public-safety and anti-theft measure, but no substantive testimony followed before the hearing was closed. The committee then heard Engrossed Substitute Senate Bill 5203 on wildlife habitat connectivity and safe wildlife crossings, which would require WSDOT and WDFW to develop and update a statewide connectivity strategy, create dedicated wildlife corridors and crossings accounts, and report regularly to the legislature. Supporters emphasized reduced wildlife-vehicle collisions, better habitat connectivity, and access to federal matching funds, while opponents from southwest Washington argued the bill lacked local landowner and county input and could push wolves or other wildlife into agricultural areas. No vote was taken. The committee also heard Engrossed Senate Bill 5705, which would double penalties for using a personal electronic device while driving in school, playground, and crosswalk speed zones and direct the additional revenue to school zone safety accounts. Testimony from the Traffic Safety Commission and the sponsor stressed rising distracted-driving fatalities, the vulnerability of children and pedestrians, and the need for stronger deterrence; members asked about messaging, enforcement, and how the new penalties would be used. Finally, Engrossed Senate Bill 5581 was heard, a broad active transportation and complete streets bill that would update roundabout and crosswalk definitions, integrate shared-use paths into highway planning, and allow WSDOT to use local or tribal facilities as mitigation when they provide equal or better access. Supporters from transportation advocacy groups and local governments said it would improve safety and clarify existing law, while one Lake Forest Park official warned that complete streets mandates can create unfunded costs that delay needed maintenance. The committee closed public testimony on all bills and adjourned without taking final action.

Transcript Highlights:

• transport prisoners?
• Plus the transport, we would have to hire new people.
• Grants, we know where their employees are from.
• Otero doesn't have to transport prisoners, but these other two have to transport county prisoners to
• I understand transport prisoners, but every county transports prisoners.

Bills: HB63 , HB64 , HB184 , HB200 , HB47 , HB48 , HB2 , HB9

Committee: Senate House Appropriations & Finance

Summary: The committee heard testimony on the expected impacts of House Bill 9 on private detention facilities and the surrounding counties and municipalities, focusing on Cibola County/Milan, Torrance County/Estancia, and Otero County. Corrections Secretary Alicia Lucero explained that the Corrections Department does not oversee the immigration detention facilities directly, but said the department could help displaced workers through hiring fairs and expedited hiring into state positions, and suggested possible alternative uses for the buildings such as behavioral health treatment, training campuses, or transitional living centers. She also noted that a memorial would task several state agencies and affected counties with exploring alternate uses and economic options, and that Workforce Solutions had scheduled job fairs in February for the affected communities. Local officials described major fiscal and community impacts. Cibola County and Milan said the loss of the facility would reduce gross receipts tax revenue, force service cuts, and potentially shrink the county budget substantially; they also warned that the village uses the detention population to support federal grant applications and industrial park development. Torrance County and Estancia said the closure would eliminate jobs, reduce GRT revenue that funds public safety, and require transporting prisoners to other facilities at much higher bed rates, with estimated annual impacts around $3 million. Otero County reported 284 jobs and $20.8 million in payroll at risk, along with about $3 million in annual GRT and a $68 million facility that could be foreclosed if bonds defaulted. Committee members pressed for more precise numbers, including employee counts, transport costs, current bed costs, and the total fiscal impact after accounting for existing contract payments. Several members emphasized that each facility and community is different and asked for separate, detailed plans, including short-term cost replacement and long-term economic diversification. There was discussion of possible hold-harmless assistance, emergency bill drafting, and coordination with Workforce Solutions, Economic Development, and higher education partners. No formal vote was taken; the chair directed staff and agencies to meet the next morning to continue developing an emergency response and requested more detailed information from the counties and the department.

Transcript Highlights:

• Transportation Disadvantaged services are transportation services...
• And five, reassess local match requirements for rural community transportation coordinators for all grant
• Grant Program...
• Commission for Transportation Disadvantage, their Innovation Service Development Grant Program funds
• Commission for Transportation Disadvantage, their Innovation Service Development Grant Program funds

Committee: Senate Transportation

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:

• And these are the ones that did receive grants and do need to get these gaps filled or we lose that grant
• These CRISI grants, which are grade-separated grants, do not have an obligation deadline for these projects
• , which is good news because we received another grant for Allison Road of the same type. of grant in
• And so that Surface Transportation Funding Bill for State Departments of Transportation ran from 2022
• By the time you apply for the grant, receive the grant, get the project ready for letting, your commitment

Transcript Highlights:

• Creates an agricultural grant program and evolving fund for the purposes of grant application execution
• </c> for the agricultural grant program. for the agricultural grant program.
• </c> &gt;&gt; The mainland the federal transportation &gt;&gt; The mainland the federal transportation
• </c><00:29:08.799><c> as</c> be other modes of transportation as be other modes of transportation as
• There's a grant for &gt;&gt; Yeah. Let's see. There's a grant for that. that. that.

Bills: HB1602 , HB2246 , HB1707 , HB2216 , HB2594 , HB2595 , HB2155 , HB2113 , HB2207 , HB1832 , HB2015 , HB2152 , HB2548

Committee: House Agriculture & Food Systems

Transcript Highlights:

• There's 13 miles that will qualify for a federal grant. They qualified for a $55 million grant.
• As was pointed out, on Highway 85, that's a grant. That's a 50-50 grant.
• Adam, looking at the Flex Transportation Fund, you know, we've got the grant...
• Looking at the Flex Transportation Fund, you know, we've got the grants of $159 million, and that's on
• It affects the grants because those grants go through that committee.

Committee: House Appropriations

Summary: The committee met to consider Senate Bill 2012, the Department of Transportation budget, with Representative Brandenburg presenting a detailed House amendment package and Speaker Robin Weisz explaining the overall funding strategy. The discussion focused on restructuring transportation funding streams, including moving Prairie Dog money into a flexible transportation fund, adjusting gas tax distributions, increasing the legacy earnings transfer from 7% to 8%, and authorizing a $155 million bond for Highway 85. Members also discussed DOT operations, bridge funding, rest areas, electronic titling, and the use of funds for grants to counties, cities, and townships. A separate provision would let the DOT consider whether local ordinances or policies unreasonably restrict permitted agriculture or energy projects when scoring grant applications, which drew significant debate about local control and whether the language was punitive. Testimony from Brandenburg and Weisz emphasized that the plan was intended to provide more predictable funding, preserve the ability to match federal dollars, and direct money where needs are greatest through a grant process. Weisz said the package was designed to simplify multiple revenue buckets, ensure DOT can meet federal match requirements, and free up money for the general fund while still supporting transportation needs. Several members raised concerns about whether cities, counties, and townships would receive as much as under the prior Prairie Dog structure, whether the bridge allocation was correctly reflected in the bill, and whether the local-policy language would penalize subdivisions that oppose energy projects. Supporters argued the state needed to protect revenue tied to energy development and that local governments would still receive distributions plus additional grant opportunities. The committee adopted the House amendment to SB 2012 by a vote of 19-1-3, then rejected an amendment to remove the local-policy language on a 5-15-3 vote. The committee then passed SB 2012 as amended on a 20-0-3 vote, with Representative Brandenburg designated as the carrier. The chair announced that Senate Bill 2014 would not be taken up at that time and the committee recessed until called back.

Transcript Highlights:

• We will begin today's meeting in the Transportation Committee.
• We expand access to transportation.
• of Transportation.
• of Transportation. behind the Department of Transportation.
• It goes to the Department of Transportation.

Summary: The Transportation Committee heard a presentation from WSDOT Secretary Julie Meredith on the agency’s mission, 2025 accomplishments, and 2026 priorities. Meredith emphasized preservation, safety, emergency response, ferry reliability, culvert replacement, and major projects such as the I-5 Ship Canal Bridge work, North Spokane Corridor, Confluence Parkway, and the Interstate Bridge Replacement Program. She highlighted the state’s aging transportation assets, recent storm and flood damage, bridge strikes, and the need for additional preservation funding, including the governor’s proposed $1 billion investment in Washington State Ferries and continued work on the World Cup and future regional growth planning. Members asked about ferry service disruptions, rising IBR costs, staffing needs, aviation assets, and bridge-strike certainty tied to the Coast Guard’s upcoming decision on bridge clearance requirements. The committee then received a briefing on HB 2306, the governor’s supplemental transportation budget, which totals $16.7 billion and increases the enacted budget by about $1.2 billion, with most of the increase directed to WSDOT capital spending. OFM staff said the proposal is driven by preservation, maintenance, and ferry needs, and relies on about $3.1 billion in bonding against transportation revenues, while staying below the Treasurer’s coverage ratio. The proposal includes $2 billion for preservation, $164 million for paving this summer, $756 million for paving over 10 years, $250 million for maintenance, $150 million for preserving existing ferries, $15 million for Lower Columbia River dredging, and smaller investments for WSP communications, DOL access, and local road grants. Committee members asked about debt service, remaining bonding capacity, and the impact of office closures and ferry service reductions. Public testimony was largely supportive of the governor’s budget, especially its preservation and ferry investments. Local officials and associations backed ferry funding, local road grants, pavement and bridge preservation, and the Columbia River dredging match. Several speakers urged more support for cities and counties, while rail and transit advocates asked for more rail capital funding and less highway expansion. One ferry advocate criticized the cost of hybrid-electric vessel maintenance compared with diesel, and another witness warned against a pay-per-mile tax. The hearing ended without a vote, and the chair announced a short caucus before adjournment.

Transcript Highlights:

• support and the block grants that they receive for busing.
• They had a very, very small grant to help them run those buses.
• But when they went to have the calculation for reimbursement for that transportation block grant, the
• was your transportation support.
• Currently, Answer is not getting the transportation block grant like other schools.

Committee: Senate Education