Transcript Highlights:

• . transition.
• right you don't necessarily pay for a transit project overnight and so the idea that I know that I'm
• of a transit.
• who are transit dependent.
• be a capital project that serves the existing transit dependent population rather than trying to bring

Keywords: 988, house, all

Transcript Highlights:

• You don't necessarily pay for a transit project overnight.
• And when I looked at what was considered transit rich, my house was transit rich.
• So it's not just going to public transit. I think there's a whole host of ...and mobility projects.
• being delivered—these mega-project types of projects.
• That should be a capital project that serves the existing transit-dependent population rather than trying

Summary: The Budget Subcommittee No. 4 hearing focused on the Greenhouse Gas Reduction Fund (GGRF) and cap-and-trade reauthorization, with members and panelists discussing how to balance climate goals, affordability, and legislative oversight. The chair emphasized the hearing as a broad review of past GGRF spending and future options, while the LAO outlined how GGRF revenues are generated, how variable they have been, and the tradeoffs between continuous appropriations and annual budget control. Two academic panelists, Dr. Kyle Meng and Danny Cullen Ward, argued that cap-and-trade remains an effective climate policy, but stressed that future revenue will depend heavily on market design, allowance allocation, and price levels. They also raised the idea that GGRF could be used more directly for affordability, especially by lowering electricity costs, and for targeted investments in technologies that the market would not otherwise support. Committee members pressed the panelists on where revenues come from, how much has actually been spent, and whether continuous appropriations reduce oversight. CARB staff said more than $33 billion has been generated to date and a little over $11–12 billion has been spent, with the rest committed or in process, and noted that project timelines can be lengthy. Members also asked about ways to lower electricity rates, reduce wildfire-related utility liabilities, and support electrification. The panelists said transportation fuels are the largest source of GGRF revenue, that industrial emitters receive a smaller share of free allowances, and that reducing wildfire liability and investing in grid-scale batteries could help lower costs and speed decarbonization. Public commenters largely urged the Legislature to preserve or expand continuous appropriations for specific climate programs. Speakers supported funding for nature-based solutions, natural and working lands, urban greening, agricultural climate solutions, waste and composting programs, clean transportation, AB 617 community air protection, clean cars, transit, affordable housing near transit, and dairy digesters. Several groups argued these programs are cost-effective, provide public health and affordability benefits, and should receive dedicated shares of GGRF. Others urged reducing free allowances and using more GGRF revenue to directly lower energy costs for households. No votes were taken during the hearing.

Transcript Highlights:

• Somerville has overwhelmingly supported this project.
• Gas Transition Allies and 350 Mass Newton.
• And there are projects, Provides an enormous waste thermal resource, and there are projects in Colorado
• to clean thermal energy, and require utility companies to proactively plan to transition. ...the transition
• they can transition.

Keywords: 995, all

Summary: The hearing focused on several climate and utility-related bills, especially H. 3449/S. 2292 to expand the municipal fossil fuel-free building demonstration program from 10 to 20 communities and related home rule petitions for Somerville and other municipalities. Witnesses from Somerville, Salem, Worcester, Cambridge, Newton, Arlington, Wellesley, Watertown, and the Massachusetts Municipal Association argued that local governments should be allowed to opt into fossil fuel-free or net-zero building standards, citing climate goals, environmental justice concerns, housing production, and data showing all-electric construction can cost about the same as or less than mixed-fuel construction. Committee members repeatedly pressed witnesses for cost data and asked for written follow-up, while also discussing whether strong environmental standards affect housing supply; witnesses responded that the main housing constraints are financing and that they would provide more data from local projects and state studies. A second major topic was H. 3564, which would require gas companies to provide municipalities with detailed multi-year pipe replacement plans, allow local review and objections, and limit reimbursement for projects not previously disclosed except in emergencies. Municipal leaders and advocates said the bill would improve coordination of street work, reduce disruption and costs, and help cities plan for electrification, network geothermal, and non-pipeline alternatives. Testimony from Wellesley, Cambridge, Arlington, Newton, and others emphasized repeated problems with last-minute gas main work, the need for advance notice, and the value of municipal participation in planning gas system retirement and alternatives. The committee also heard testimony on the “tactical transition” bills, S. 2249/H. 3539, aimed at managing the gas-to-clean-energy transition. Supporters from Gas Transition Allies, Rewiring America, and 350 Mass said the bills would require joint gas-electric planning, create an advisory council, eliminate subsidies for new gas hookups, shift investment toward repairs and clean alternatives, protect workers through retraining, and make utility plans more transparent. They argued these changes would reduce ratepayer costs, avoid stranded gas assets, and support orderly decarbonization. In addition, HEET testified on H. 3541, which would update greenhouse gas accounting to better reflect methane’s short-term climate impact, and H. 3543, which would establish a framework for managing shared thermal resources and thermal energy networks; committee members asked several questions about the meaning, ownership, and consumer-cost implications of the proposed “thermal commons.” No votes were taken during the hearing.

Transcript Highlights:

• projects financially feasible. related to making transit-oriented development projects financially feasible
• authorities that are similar to Sound Transit in many ways to acquire Region transit authorities that
• are similar to Sound Transit in many ways to acquire additional land around their transit properties
• If the changes happen while a project is underway, because projects can take a long time and get delayed
• They're not easy to use on a project-by-project basis unless we start to come up with a common way to

Summary: The Senate Housing Committee heard a series of work-session presentations focused on transit-oriented development, commercial-to-residential redevelopment, building code implementation, housing market trends, and the Covenant Homeownership Program. The first presentation, from the Urban Institute, reviewed research on HB 1491 and TOD feasibility, arguing that Washington has made major progress but faces diverging conditions across transit areas. The presenter said rising construction costs, higher interest rates, and lower rents in some markets have made many projects less feasible, and recommended targeted infrastructure funding for lower-market communities, adjustments to MFTE and affordability requirements by local market conditions, more support for very low-income housing in high-market transit areas, minimum density standards near stations, expanded public land/joint development tools, and better tracking of TOD outcomes over time. Committee members asked about AMI calculations, immigration’s effect on construction labor, developer input, and whether a tracking mechanism had been removed from the bill. The Department of Commerce then outlined implementation of HB 1491 and demonstrated the new Washington Zoning Atlas, which is live and intended to help visualize zoning, overlays, and station-area conditions. Commerce said local governments will designate station areas, update zoning and MFTE policies, and handle anti-displacement measures, with Vancouver and Spokane first to implement and Puget Sound following later. Staff described a timeline for updated MFTE guidance, station-area implementation guidance, a TOD model ordinance, and later rulemaking on variances. The committee also heard from the Lieutenant Governor’s office on a report about converting commercial properties to housing, which found substantial potential for redevelopment on vacant or underused commercial land, especially near transit, but noted barriers such as ground-floor retail mandates, affordability requirements, infrastructure costs, private covenants, and slow implementation. The office urged by-right residential use on commercial land and faster rollout of new housing laws. The State Building Code Council updated the committee on its three-year code cycle and several legislatively directed actions, including minimum dwelling size, emergency shelters, and especially single-exit stairs and multiplex housing. Council staff said those code changes are nearing completion and will provide prescriptive solutions, while noting that elevator size and requirements were not changed and would require separate legislative direction if the committee wanted to revisit them. Members discussed the cost impacts of building and energy codes and the council said it is required to consider economic impacts and is increasingly looking at performance-based approaches. Later, the Washington Center for Real Estate Research presented its annual housing report, showing that higher mortgage rates have sharply reduced affordability, flattened house prices in many cities, and slowed single-family permitting and completions, while multifamily construction has recently cooled after a prior surge. Finally, the Washington State Housing Finance Commission reported strong first-year results for the Covenant Homeownership Program, which provides zero-interest down payment assistance to eligible first-time buyers with family ties to Washington before 1968; the program assisted 547 homebuyers in its first fiscal year, with more than $60 million loaned, and the agency said participation has continued to grow after income-limit changes enacted in 2025.

Transcript Highlights:

• 79 housing projects, their transit projects can result in housing at greater densities.
• In practice, this linkage is creating opposition to transit capital projects themselves.
• In practice, this linkage is creating opposition to transit capital projects themselves.
• rail and bus rapid transit projects.
• how this actually all works and functions on the ground for transit projects because we think there

Summary: The committee heard AB 736, a proposed $10 billion Affordable Housing Bond Act of 2026, with Assembly Member Buffy Wicks and numerous housing, local government, labor, and advocacy groups testifying in strong support. Supporters said the bond would fund multifamily housing, permanent supportive housing, homeownership, preservation, farmworker, tribal, and other programs, and argued that the state needs new capital because prior bond funds are exhausted and many shovel-ready projects are waiting. Habitat for Humanity California opposed the bill unless it was amended to dedicate 10% of bond proceeds to Cal Home for affordable homeownership, and several senators said they supported the bond but wanted Cal Home strengthened. The committee voted do pass to Senate Appropriations, with the measure placed on call for absent members. The committee also heard SB 1361 by Senator Durazo, which would limit local governments from using SB 79 transit-oriented housing requirements as a reason to stall or condition planned transit projects. Los Angeles Metro, the Building Trades, and several cities and advocacy groups supported the bill, saying it would protect transit investments, jobs, and federal funding from opposition tied to future density around transit stops. Several groups that had initially opposed or been concerned about the bill, including West Hollywood, Streets for All, Greenbelt Alliance, California YIMBY, and the Bay Area Council, withdrew opposition or moved to neutral after amendments. The committee approved the bill as amended to Senate Local Government, with the measure also placed on call. Senator Grayson presented SB 1003, creating an Infrastructure Partnership Financing Program to help local governments and developers fund infrastructure needed for infill housing, and SB 1014, which would require local agencies to provide early, good-faith estimates and itemized lists of required on-site and off-site improvements for housing projects. Both bills were supported by housing advocates, Habitat for Humanity, SPUR, and industry groups, who said the measures would reduce uncertainty, late fees, and project delays. The committee advanced both bills as amended to Senate Appropriations, placing them on call. The committee also took up SB 908, which streamlines energy-code-compliant window replacement and limits aesthetic review, especially for residential replacements; it passed as amended to Appropriations after support from affordable housing and green building groups and no opposition. Later, Senator Allen presented SB 1092 and SB 1093 on mobile home park preservation and post-disaster protections. SB 1092 would give residents notice and an opportunity to make a competing bid when a park owner intends to sell, with supporters arguing it would help preserve unsubsidized affordable housing and protect displaced residents, while park owner representatives argued it would devalue properties, create litigation risk, and interfere with market transactions. SB 1093 would require more communication, access, and consideration of rebuilding or closure after disasters, and would restore certain resident reimbursement rights; supporters cited the Palisades fire and survey data showing residents lacked information and access, while opponents said the bill imposed onerous timelines, liability issues, and penalties and could force owners into rebuilding or compensation assumptions they disputed. Both bills were discussed at length, but the transcript ends before final recorded votes on them.

Transcript Highlights:

• Transit-specific amounts for electrification, ports, and— Transit-specific amounts for electrification
• how their project would meet the state's electrification to indicate how their project would meet the
• Pierce Transit has a zero-emissions project.
• The funding for the projects was scored against benefit criteria, so the funding went to the project
• That projection is over 10 years, and that's in full operation for these projects.

Keywords: 904, all

Summary: The House Transportation Committee held a work session focused heavily on Climate Commitment Act transportation spending and electrification programs. Staff first reviewed roughly $2.2 billion in CCA transportation allocations over three biennia, noting that the largest shares went to public transportation, active transportation, ferry electrification, ZEV programs, rail freight/ports, and planning, with about half of the electrification and fuel-conversion spending tied to state ferries. Members asked for more detail comparing CCA dollars with the broader transportation budget and for total project costs, not just CCA contributions. The Department of Ecology presented on the zero-emission school bus program. Ecology said the legislature codified the program in 2024 and requires electric buses once diesel and electric costs are equivalent, with exemptions available when electric buses cannot meet district needs. Ecology reported $38.3 million in CCA funding for 2025-27, with $21.4 million already obligated or spent to replace 91 diesel buses in 28 districts, plus additional federal EPA funding leveraged for 13 more buses. Members asked about health impacts, parity timing, rural route exemptions, charging and training costs, and whether the program includes infrastructure; Ecology said the grants cover buses, charging, and sometimes training, and that the Office of Superintendent of Public Instruction is developing the cost-equivalency formula. The Department of Commerce described its clean transportation role, including EV rebates, charging infrastructure, tribal electric boats, and the EV Coordinating Council. Commerce said its rebate program was designed to lower monthly payments for low-income households, that 89% of recipients said the rebate was essential to their purchase, and that lease incentives helped draw additional federal dollars. Members asked about tribal boat details, utility interconnection and curtailment, range anxiety, and vandalism at charging stations; Commerce said battery storage and managed charging are being used in some projects, some utilities are more responsive than others, and vandalism remains a challenge. The Department of Enterprise Services reported 567 Level 2 and 46 Level 3 charging ports installed at 82 state sites, with 19 more sites in progress and over $100 million in additional candidate projects. DES said most funding is for new infrastructure, though some VW settlement money is used for replacements, and members asked about charger replacement needs, mobile charging, and EV fleet purchasing data. WSDOT then outlined its EV infrastructure and transit programs. It said the Zero Emission Vehicle Infrastructure Partnership program has funded 23 new charging sites this biennium, including overburdened communities and tribal locations, and has supported 264 DC fast-charging ports statewide. WSDOT also described the new Washington Zero Emission Incentive Program, a point-of-sale voucher program for zero-emission commercial vehicles and equipment with $112 million available this biennium; it reported strong early demand, especially for off-road equipment and heavy trucks, and said technical assistance is being provided to help businesses participate. In public transportation, WSDOT said CCA funds support bus and bus facility grants, commute trip reduction, green transportation capital projects, paratransit, tribal transit, zero-emissions access car share, and other mobility projects, with most awards benefiting overburdened communities. Finally, WSDOT’s rail freight and ports division said port electrification projects are underway but spending is still low because of long design, permitting, utility, and supply-chain timelines; it estimated the $89.8 million program could reduce more than 140,000 metric tons of emissions over 10 years. Members questioned the pace of spending, the Northwest Seaport drayage project, and how state funds can leverage additional federal or port resources.

Transcript Highlights:

• I would propose that, for the offset side, all transit projects that are implemented starting in 2027
• And so when we're talking about assets, bike trails, transit, all those types of things are projects
• And so when we're talking about assets, bike trails, transit, all those types of things are projects
• But I think some of the things that he said about thinking about how we can incorporate transit projects
• But I think some of the things that he said of thinking about how we can incorporate transit projects

Bills: HF4807

Keywords: overweight vehicles, aggregate mining, local ordinance restrictions, legislative audit, transportation, resource inventory

Transcript Highlights:

• The Rail and Transit unit functions independently, so I'll start with an overview of our transit responsibilities
• And we work with our partners at MassDOT and regional transit to improve access to public transit in
• We strive to tackle the challenges and deliver meaningful projects and services that improve the transit
• In fact, if we were a transit system, we'd actually be the fifth largest transit system in Massachusetts
• a new record for Logan passenger transit use.

Keywords: 995, all

Summary: The Joint Committee on Transportation held an informational hearing with invited testimony from MassDOT leadership, the MBTA, Massport, and the state’s Federal Funds and Infrastructure Office. MassDOT officials outlined work across highways, rail and transit, the Registry of Motor Vehicles, and aeronautics, emphasizing major capital spending, bridge and roadway programs, transit grants, rail expansion, airport safety, and modernization efforts. They highlighted Chapter 90 and municipal grant programs, the Compass Rail and West-East Rail efforts, RMV upgrades such as electronic titles and driver licensing systems, and aeronautics work on airport pavement, drones, and advanced air mobility. Committee members focused on safety, service access, and project implementation. Questions to MassDOT covered automated enforcement and rising roadway fatalities, the Allston multimodal project’s federal funding, Complete Streets access for rural communities, and South Coast Rail staffing and future electrification. The RMV was asked about the Work and Family Mobility Act, Real ID demand, and appointment access, especially in Metro West. Members also raised concerns about South Coast Rail operations, Keolis staffing, and whether the Stoughton route remains part of future plans; MassDOT and MBTA officials said they are working on staffing, service reliability, and long-term expansion, while noting that nothing is off the table for future rail improvements. MBTA General Manager Phil Eng reported progress including workforce growth, elimination of subway speed restrictions, expanded reduced-fare access, bus network redesign, South Coast Rail launch, and commuter rail signal upgrades. He said the agency is pursuing a new commuter rail operating contract designed to support future regional rail, electrification, and higher-frequency service, while maintaining service and workforce stability amid funding uncertainty. Members also asked about fare collection data privacy and the impact of state funding levels; Eng said the MBTA needs the governor’s proposed funding to preserve service and staffing, and that the fare system’s data are encrypted and handled through a secure vendor system. Massport CEO Rich Davey reported record activity at Logan, Worcester, and the cruise and maritime facilities, along with major capital and climate investments such as sustainable aviation fuel planning, shore power at Flynn Cruiseport, renewable diesel, and expanded ground transportation. He said Massport is planning for continued passenger growth and managing congestion through parking, HOV, and curbside changes, while monitoring federal policy, tariffs, and air traffic control staffing issues. Federal Funds Director Quentin Palfrey described the administration’s efforts to secure federal infrastructure dollars, citing about $9 billion in federal awards since the start of the administration, including major transportation grants for the Cape Cod Bridges, Allston, West-East Rail, North Station drawbridge replacement, roadway safety, and clean school buses. He warned that changing federal policies, grant delays, and possible future congressional actions create uncertainty, but said the office is working case-by-case with municipalities and agencies to protect awarded funds and find alternative financing where needed.

Transcript Highlights:

• 79 housing projects, their transit projects can result in housing at greater densities.
• In practice, this linkage is creating opposition to transit capital projects themselves.
• In practice, this linkage is creating opposition to transit capital projects themselves.
• rail and bus rapid transit projects.
• how this actually all works and functions on the ground for transit projects because we think there

Keywords: 987, senate, all

Summary: The committee heard AB 736, the Affordable Housing Bond Act of 2026, which would place a $10 billion housing bond on the ballot to fund multifamily housing, permanent supportive housing, homeownership, preservation of existing deed-restricted units, acquisition/rehabilitation of naturally affordable housing, farmworker housing, and tribal housing. The author and supporters argued the state needs major new subsidy to address homelessness and the affordable housing shortage, while many organizations and local governments testified in support. Habitat for Humanity opposed unless the bond explicitly reserved 10% for CalHome; members discussed that issue and broader negotiations over possible amendments. After quorum was established, the committee approved the bill on a do-pass motion to Senate Appropriations, with several members voting aye and the measure held on call for absent members. The committee also heard SB 1361, which would limit local governments from using SB 79 transit-oriented housing requirements as a reason to stall or condition planned transit projects. The author and supporters from LA Metro and the building trades said the bill would prevent opposition to future transit stops from undermining transit expansion, jobs, and climate goals. Several groups that had initially opposed or been neutral, including cities and housing advocates, withdrew opposition after amendments; the League of California Cities moved to no position pending review. The bill passed the committee as amended to Senate Local Government on a do-pass motion, with the roll held open for absent members. Senator Grayson presented SB 1003, creating an Infrastructure Partnership Financing Program to help local governments and developers fund infrastructure needed for infill housing, and SB 1014, requiring local agencies to provide early good-faith estimates and itemized lists of on-site and off-site improvements tied to housing projects. Supporters said both bills would improve project feasibility and reduce late-stage cost surprises; there was little opposition, though some local government representatives sought continued discussion on implementation details. Both measures were approved on do-pass motions to Senate Appropriations and held on call. The committee also took up SB 908, which streamlines permitting for energy-code-compliant window replacements and limits added aesthetic requirements, with the new-construction portion narrowed to San Francisco; it received support from housing and decarbonization groups and was moved to Appropriations on a do-pass motion, also held on call.

Transcript Highlights:

• These programs have been successfully utilized by SANDAG on affordable housing projects, major transit
• and rail corridor improvements, climate resilience projects, and expanded transit service, among others
• These programs have been successfully utilized by SANDAG on affordable housing projects, major transit
• and rail corridor improvements, climate resilience projects, and expanded transit service, among others
• These programs have been successfully utilized by Sandag on affordable housing projects, major transit

Summary: The hearing focused on the governor’s May Revision proposals for transportation, natural resources, climate, and related programs, with the Department of Finance and the LAO presenting competing views on the state’s fiscal condition. Finance said the budget remains balanced over two years, with major climate-bond, water, parks, transportation, DMV, and agriculture proposals, while the LAO argued the state still has a structural deficit and should reject or defer many new discretionary spending items, preserve reserves, and be cautious about ongoing commitments. The LAO specifically questioned the timing and scale of new spending for programs such as Clean California, Healthy Rivers and Landscapes, and the Golden Gate Fields acquisition, and urged more clarity on future obligations and revenue scenarios, including for the Greenhouse Gas Reduction Fund. A major portion of the hearing was devoted to the Healthy Rivers and Landscapes proposal for Bay-Delta water quality implementation. Secretary Wade Crowfoot and Finance described it as an enforceable, science-based alternative to a more traditional regulatory approach, with the state’s $25 million request intended to support early implementation, monitoring, habitat restoration, and environmental flows. The LAO countered that the Water Board has not yet adopted the updated Bay-Delta plan, that the proposal may be premature, and that the Legislature should wait for more information on the state’s total funding commitment and the program’s long-term costs. Several members expressed support for the program as a way to reduce conflict and protect water reliability, while others echoed concerns about timing and fiscal exposure. The committee also examined the proposed $125 million Proposition 4 contribution toward acquiring the Golden Gate Fields property for a shoreline park and habitat project. State officials said the acquisition is a time-sensitive, once-in-a-generation opportunity, with an appraised value of $175 million and additional philanthropic and local funding expected to close the gap. Members questioned whether the project had gone through the usual competitive process, whether the site is the best use of scarce park bond dollars, and how public access, habitat, and disadvantaged-community priorities would be protected. The discussion ended without a vote, and the committee moved on to transportation items including Clean California litter abatement, the Games Route Network, homeless encampment coordinators, and DMV modernization and field office proposals, with LAO recommending rejection or delay on several of those requests as well.

Transcript Highlights:

• Duluth Transit.
• Duluth Transit.
• Transit.
• Transit.
• . transit. transit.

Keywords: 1187, senate, all

Transcript Highlights:

• The first major mega project, and not that that work is going to be small, that's probably Mega project
• So we work with the FTA on that transit model. So we work with the FTA on that transit modeling.
• They are now projecting to be over $5 billion.
• And so we hope that the project team can provide us with timely and regular... ...that the project team
• That's the approaches project, which is also a bi-state-led project. Next slide.

Summary: The committee met jointly with the Washington-Oregon Legislative Action Committee for an update on the Interstate 5 Bridge Replacement (IBR) program. Members first adopted the proposed committee rules, then received program updates from staff on environmental review, permitting, design, tribal consultation, and public engagement. Staff said the project remains in the supplemental EIS process, with a final supplemental EIS and amended record of decision expected in early 2026, which would allow construction to begin. They also described ongoing work on Coast Guard navigation clearance, Section 106 historic-property coordination, and architectural guidelines for the bridge and five-mile corridor, emphasizing that the visualizations shown were conceptual and that public and partner feedback has already influenced design considerations such as accessibility and shared-use path connections. Members raised concerns about schedule delays, rising costs, and whether the project is being designed to be functional, safe, and economical. Staff acknowledged that the timeline has slipped from earlier expectations and said the delay reflects the complexity of the environmental and federal review process, as well as the need to avoid redoing steps. They said the updated cost estimate is being prepared now that design has advanced to roughly 30 percent, and that it will account for inflation, risk factors, and both fixed-span and movable-span options. Staff estimated a movable span would add more than $400 million and said the first construction work after environmental approval would likely be preliminary freeway and retaining-wall work in late 2026, followed by the bridge procurement. The committee also received funding and tolling updates. Staff reported that major federal grants have been executed, including Mega and Bridge Investment Grant agreements, and that state STIP amendments are advancing to allow access to federal funds. The tolling team described Level 3 traffic-and-revenue work, a bi-state tolling subcommittee process, and possible toll scenarios aimed at supporting either about $1.24 billion or $1.6 billion in toll revenue. Members questioned low-income toll relief timing, truck toll rates, and the effect of tolls on freight users. Staff said low-income discounts are being analyzed for both revenue and operational feasibility, that tribal exemptions and other policy exemptions are under review, and that the commissions expect to move into public outreach on toll rates and policies in 2026, with tolling on the existing bridges currently projected to begin in spring 2027.

Transcript Highlights:

• We were under the cuts for Greater Minnesota Transit and Metro Transit, we protected passenger rail,
• If the safety of a project.
• for Greater Minnesota Transit.
• Transit accounts.
• It's their cuts to transportation and transit. It's their cuts to transportation and transit.

Transcript Highlights:

• projects when they need m road projects projects when they need m road projects when<00:24:50.880
• public transit public transit Association<00:35:48.520> thank<00:35:48.640> you<00
• hf303 which would enable Transit hf303 which would enable Transit agencies<00:35:55.720> in
• Kurt Kachur is a transit manager for Valley Services in Austin, Minnesota, known as SMART Transit.
• projects.

Bills: HF198, HF269, HF185, HF303, HF305, HF189

Keywords: HF198, shared time pupils, shared-time enrollment, nonpublic school, private school, public school, career and technical education, CTE, secondary credit, school funding, state aid, education finance, Minnesota Statutes 126C.01, compulsory attendance, school district, education policy, HF269, Spicer, Minnesota bonding bill, capital investment

Transcript Highlights:

• AC Transit.
• and $250,000 per project per year for master developed projects.
• However, However, projects such as Wellhead's projects, energy storage projects, our members are trained
• And especially as the state transitions, we need a lot more of these types of projects to go.
• Especially as the state transitions, we need a lot more of these types of projects to get out of the

Summary: The Assembly Committee on Revenue and Taxation heard several bills focused on transit funding, veterans’ tax relief, clean energy incentives, housing development costs, and tax conformity. SB 63 would authorize a Bay Area regional sales tax measure for transit agencies facing fiscal shortfalls; supporters said it was needed to avoid major service cuts, while the California Taxpayers Association opposed it on Proposition 13/218 concerns. SB 56 would exclude veterans’ disability compensation from income calculations for the disabled veterans’ property tax exemption, and SB 296 would expand property tax relief for 100% disabled veterans and certain surviving spouses; both drew broad veterans’ support. SB 86 would extend and expand the California Alternative Energy and Advanced Transportation Financing Authority sales and use tax exemption program, including fusion energy, and SB 302 would conform state tax law to federal clean energy credit monetization provisions; both were backed by industry, labor, and clean energy advocates. SB 328 would cap Department of Toxic Substances Control fees on contaminated-soil remediation for infill and master-planned housing projects, with housing groups arguing the current fee structure can make projects infeasible. SB 711 would update California’s tax conformity date to January 1, 2025 to reduce complexity and inconsistencies with federal law, and was supported by tax professionals and business groups. Several bills were held or sent to suspense, while others advanced with amendments. After quorum was established, SB 63 passed the committee 4-2 and SB 86, SB 302, SB 328, and SB 711 were referred to suspense, with SB 86 and SB 302 later approved out of suspense with amendments. SB 56 was held in committee, SB 296 was made a two-year bill, and SB 284 and SB 723 were held. The committee also approved a number of additional suspense-file bills, including SB 293, SB 359, SB 419, SB 587, SB 603, SB 663, SB 710, and SB 785, while SB 591 was approved with amendments and SB 353 was made a two-year bill. The hearing concluded with the committee adjournment after final roll calls and bill actions.

Transcript Highlights:

• For example, transit... ...more than 40 community-supported transportation projects.
• For example, transit-only lanes and transit prioritization projects on key routes, Vision Zero, and quick-build
• that could otherwise be invested in performance- and recovery-enhancing transit projects, which ultimately
• that enhance our transit network and support the transition to a zero-emission fleet.
• When an agency or a city is approving especially something as large as a big transit project, it goes

Summary: The committee first established a quorum, adopted the consent calendar for SB 423 and SB 581, and then heard a series of bills, most of which were presented as streamlining or safety measures tied to transportation, climate, public lands, health care, and higher education. SB 71 by Senator Wiener would extend and expand a CEQA exemption for sustainable transportation projects, adding modes such as microtransit, paratransit, shuttles, and ferries, while also accepting committee amendments that narrowed a Tier 4 diesel rail provision, restored existing right-of-way language with utility protections, and set a new sunset date. Support came from transit agencies, local governments, and advocacy groups; some members raised concerns about the diesel rail language and possible interactions with housing-related legislation, but the bill advanced on a due pass vote as amended. The committee then heard SB 614 by Senator Stern on carbon dioxide pipeline safety. The bill would direct the State Fire Marshal to adopt safety standards for intrastate CO2 pipelines, building from federal draft rules and adding state discretion and possible enhanced protections such as planning zones and more detailed exposure modeling. Supporters argued California needs to fill a federal regulatory gap to advance carbon capture and climate goals, while environmental justice and conservation groups opposed unless amended, citing risks from CO2 leaks and asking for stronger siting restrictions and more specificity. The bill passed on a due pass vote to Appropriations, with members noting the need for continued work on the safety provisions. Senator Arreguín also presented SB 304, which would temporarily lift public trust use restrictions on specific land at Jack London Square to allow the Port of Oakland more leasing flexibility under conditions and annual reporting. The measure was described as a limited, time-bound effort to address high vacancy and revitalize the waterfront, and it drew support from Oakland city and county representatives with no opposition in the room. The committee then approved SB 304 on a due pass vote. Arreguín’s SB 830 followed, creating CEQA streamlining for Sutter Health’s new Emeryville hospital campus and designating the City of Emeryville as lead agency; supporters said it would preserve East Bay hospital access before seismic deadlines, and the bill passed with broad support and no opposition. Finally, Senator Caballero presented SB 486, a higher education planning bill intended to align UC and CSU enrollment growth with regional sustainable communities plans and to remove the need to analyze a no-project alternative in certain long-range development plans. Supporters said the bill would better integrate university enrollment forecasting into regional planning, while opponents warned that eliminating the no-project analysis could weaken accountability for housing and infrastructure impacts around campuses. Committee members expressed mixed views and asked for further clarification, but the bill was moved out on a due pass as amended vote to Appropriations. The transcript then shifted to SB 629, a fire response and rebuilding bill, with the author describing amendments to apply fire safety requirements in wildfire-burned areas, update fire mapping, and require annual defensible space inspections, though the discussion was cut off before any final action was shown.

Transcript Highlights:

• As I mentioned, the core set of projects—so here is a visual of what those core projects look like.
• So having operational transit in 2036, 2030 through 2036, so having operational transit in 2036 pending
• To reasonably project bridge use under tolling, To reasonably project bridge use under tolling, the study
• This is a public works project.
• This is a public works project.

Keywords: 904, all

Transcript Highlights:

• of those projects.
• There are two projections: one is the December 2024 projection, and then the most recent information
• for projects.
• Transit had these.
• So if you actually go over into Link Transit in Wenatchee or Spokane Transit or Grant Transit, almost

Summary: The Senate Transportation Committee met on October 16, 2025, for a budget and revenue overview, a traffic safety presentation, and a discussion of potential transit and active transportation grant programs. Committee staff reviewed the adopted 2025-27 transportation budget, noting $15.5 billion in expenditures, the large share for WSDOT, and the mix of revenue sources including fuel tax, vehicle-related fees, federal funds, Climate Commitment Act revenue, and new 2025 revenues from SB 5801 and SB 5802. Staff said the 2025 session produced a balanced four-year plan, preserved major project schedules, maintained highway preservation funding, and added money for culverts, local preservation, and other priorities. They also described a September forecast showing lower motor fuel consumption than previously expected, but still enough revenue growth to keep the transportation plan balanced. For the 2026 supplemental, staff said agency requests were relatively modest overall, with most capital requests reflecting reappropriations and timing shifts rather than new projects, while WSDOT’s addendum identified much larger future needs for maintenance, preservation, paving, culverts, and safety work. Senators asked for more detail on how revenues are distributed by fund type and geography, how much of the maintenance and preservation request is actual maintenance versus equipment, whether paving needs could be supported through bonding, and how electric vehicle sales trends might affect forecasts. The committee then heard a remote presentation from Dr. Jessica Chikino of the Insurance Institute for Highway Safety on traffic safety trends and countermeasures. She said U.S. traffic fatalities have risen sharply over the past decade, with especially large increases for pedestrians, bicyclists, and motorcyclists, and argued that the U.S. lags other high-income countries in roadway safety. Her presentation highlighted IIHS’s “30 by 30” goal to reduce fatalities 30% by 2030 through safer speeds, stronger impaired-driving countermeasures, better pedestrian protection, and safer commercial vehicles. She discussed research linking higher speed limits to higher fatality risk, the benefits of lower urban speed limits, speed safety cameras, traffic calming, lighting, pedestrian beacons, and safer intersection design. She also described ongoing work with Bellevue on smart signal technology and pedestrian safety pilots. Committee members thanked her for the presentation and said they would share the materials with others. In the final work session, the committee revisited transit and active transportation grant concepts that had been included in the Senate budget proposal but did not advance in 2025. Barb Chamberlain of WSDOT’s Active Transportation Division explained how grant programs need runway, staff capacity, applicant readiness, and clear criteria, and compared program design to getting a plane off the ground. She discussed the proposed Senior Transportation Emphasis Program and regional trails/cycle highways concepts, noting that some projects could be structured as funding-first programs while others would work better as project-line or project-first models. She said regional trail projects are already eligible under existing programs but often score lower because current criteria emphasize safety and population served. Justin Leighton of the Washington State Transit Association then reviewed transit grant programs and argued that transit safety and security needs remain underfunded, including operator barriers, lighting, shelters, behavioral health coordination, and non-uniformed security staff. He said many transit capital programs are oversubscribed, that operator barrier retrofits alone could cost $20 million to $30 million, and that agencies face uncertainty about how recent sales tax changes apply to security-related contracts. No votes were taken during the meeting.

Transcript Highlights:

• So, great project. I just... ...great project.
• These programs have been successfully utilized by SANDAG on affordable housing projects, major transit
• and rail corridor improvements, climate resilience projects, and expanded transit service, among others
• These programs have been successfully utilized by Sandag on affordable housing projects, major transit
• and rail corridor improvements, climate resilience projects, and expanded transit service amongst others

Keywords: 988, house, all

Summary: The Assembly Budget Subcommittee heard the Department of Finance’s May Revision overview and the LAO’s budget assessment, then questioned administration officials on several natural resources and transportation proposals. Finance described the state’s improved near-term fiscal picture, but also highlighted continued budget balancing measures, including use of the temporary surplus holding account, climate bond spending, transportation and DMV/CHP augmentations, and changes affecting CEQA filing systems, water programs, CalRecycle, and food and agriculture. The LAO argued the budget still relies heavily on reserves and borrowing, recommended rejecting or delaying many new discretionary proposals, and urged caution about ongoing costs and future-year impacts, especially for the General Fund, Motor Vehicle Account, and Greenhouse Gas Reduction Fund. A major portion of the hearing focused on the Healthy Rivers and Landscapes proposal for Bay-Delta water quality implementation. Secretary Wade Crowfoot and Finance officials said the $25 million request would support early implementation of an enforceable program combining environmental flows, habitat restoration, and scientific monitoring, with the State Water Board retaining regulatory authority. The LAO said the proposal was premature because the updated Bay-Delta plan had not yet been adopted and asked for more clarity on the state’s existing commitments and future funding expectations. Several members expressed support for the program as a way to reduce long-running conflict over water policy, while others echoed concerns about timing and fiscal exposure. The committee also examined the proposed $125 million Proposition 4 contribution toward acquisition of the Golden Gate Fields property for a shoreline park and habitat restoration. State agencies said the project had a completed appraisal, was moving through a rolling grant process, and would leverage philanthropic and local funding, while members questioned why it was being elevated ahead of other park and conservation requests and whether it was the best use of limited bond dollars. The hearing then turned to transportation items, including $40 million for Clean California litter abatement, $6.2 million for Caltrans homeless coordinators, $73.4 million in DMV/Motor Vehicle Account requests, and funding for the 2028 Games route network. The LAO generally recommended rejecting or delaying the Clean California and homeless coordinator proposals pending more information, while members debated the need to preserve essential CHP and DMV operations despite the Motor Vehicle Account’s structural imbalance.

Transcript Highlights:

• advance the NLX project to construction. advance the NLX project to construction.
• important project.
• important project.
• and highway projects.
• for the project itself.

Keywords: 1187, senate, all