Transcript Highlights:

• This operating adjustment covers the State Patrol, Driver and Vehicle Services, Office of Traffic Safety
• This operating adjustment covers the State Patrol, Driver and Vehicle Services, Office of Traffic Safety
• This operating adjustment covers the State Patrol, Driver and Vehicle Services, Office of Traffic Safety
• They include operational districts, investigations, our headquarters space, commercial vehicles, and
• These reimbursements will come out of the Driver and Vehicle Services operating account.

Committee: Senate Transportation

Transcript Highlights:

• vehicle.
• , the individual vehicle costs?
• vehicles?
• How many vehicles do we?
• But in your case, we need the vehicles to operate at their utmost maximum.

Transcript Highlights:

• standards and emergency response protocols for autonomous vehicle operators.
• Autonomous vehicles are rapidly expanding operations in California, I think as we all know.
• equipment by highly trained recovery operators.
• equipment by highly trained recovery operators.
• Wildlife-vehicle collisions have real and significant costs: emergency response, medical bills, vehicle

Committee: Senate Transportation

Summary: The Senate Transportation Committee heard a long agenda of transportation-related bills, with several district-specific measures and statewide policy proposals. Early in the hearing, SB 1408 by Senator Arreguín would authorize Contra Costa County to place a new countywide transportation sales tax measure on the ballot to continue funding highways, local roads, transit, biking and walking infrastructure, and paratransit. Supporters said it would preserve funding continuity for major projects; CalTax opposed it over affordability and sales tax burden concerns. Senators discussed that the bill would only place the measure before voters, not enact the tax itself, and a motion was made, but no vote could be taken because the committee lacked a quorum. The committee also heard SB 990, a rural signage bill for Ridgecrest along Highway 395, which would allow Caltrans business-logo signs to direct travelers to lodging, food, fuel, medical services, and other amenities. The author and local witnesses framed it as a safety and economic development measure for an isolated community; there was no opposition. SB 1167, authored by Senator Blakespear, would tighten consumer protections in the e-bike market by distinguishing legal e-bikes from higher-powered e-motos, requiring clearer labeling and disclosures, and improving incident reporting. It drew broad support from bicycle, medical, local government, auto club, and safety groups, with no opposition. SB 1034 by Senator McNerney would make it easier for disabled veterans rated permanently and totally disabled by the VA to obtain disabled parking placards, aligning state procedures with federal disability determinations; veterans groups strongly supported it and no opposition was heard. The committee then heard SB 1279, which would add Long Beach’s Pacific Coast Highway corridor to the city’s existing speed safety camera pilot. Supporters said PCH accounts for a disproportionate share of fatalities and crashes, especially involving pedestrians, while opponents from the highway patrol and business groups said the issue should be handled under existing or upcoming rules. The California Highway Patrol Association later moved to neutral after discussions about amendments. Finally, the chair presented SB 1177, to require the High-Speed Rail Project Update report to continue including additional information such as revenue options and comparative project history, and SB 1246, a bill to impose stronger remote-operations, response-time, training, reporting, and manual override requirements on autonomous vehicle operators. SB 1177 drew support from the U.S. High-Speed Rail Association and opposition from the City of Burbank, while SB 1246 drew strong support from firefighters, labor, and many drivers and cyclists, but opposition from the AV industry, Chamber of Commerce groups, and a retired CHP official who argued the bill was too prescriptive and conflicted with new DMV rules. Members debated safety, data reporting, first responder access, and whether the bill should wait for rulemaking; the hearing ended with motions and discussion, but the transcript does not show final votes being taken on these measures.

Transcript Highlights:

• I probably don't need to talk about recent news of heavy vehicle operator CDL license-level vehicles
• Private vehicle operators. I don't know what they are in other states.
• I mean, there are deaf people who operate motor vehicles all the time. Right.
• And it says that the operator must not operate a commercial vehicle in the state until they're able to
• So I presume that would cause the operator to be removed immediately from the operation of the vehicle

Committee: House Special Committee on Intergovernmental Affairs

Summary: The committee first heard Senate Bill 1087 from Senator Joe Nicola, which would update limited driving privileges and create a process to suspend licenses after repeated failures to appear or pay for minor moving traffic violations. Nicola said the bill was intended to improve public safety and municipal court compliance without restoring the pre-2015 system of fines and fees. Supporters, including officials from Independence, O’Fallon, and the Missouri Municipal League, argued that municipal court reform had sharply reduced citations and increased failure-to-appear rates, leaving courts with too little leverage to ensure compliance and creating safety problems for repeat offenders. They said the bill would preserve discretion, protect work and basic travel needs, and help law enforcement and courts address chronic noncompliance. Opponents, including the State Public Advocate, argued the bill would restore a cash-cow system, burden low-income residents, and create harsh consequences for missed notices or address problems. The hearing closed without a vote on SB 1087. The committee then moved into executive session and reconsidered House Bill 2288, ultimately voting to reconsider and then voting the bill due pass by a 10-5 margin. The committee also adopted a substitute and passed House Bill 3006 due pass by 13-1, passed House Bill 2289 due pass by 10-3 with one present, and passed House Bill 2906 due pass by 13-1 after adopting an amendment and rolling it into a substitute. Members discussed procedural issues about quorum and the reconsideration motion during the HB 2288 vote. Later, the committee heard House Bill 3491 from Representative Don Mayhew, which would codify English-language proficiency requirements for commercial driver’s license holders and impose penalties on drivers and motor carriers when those requirements are violated. Mayhew and a Lincoln County prosecutor described a recent Highway 61 incident involving a Minnesota CDL holder who could not communicate in English, could not identify his location, and was taken out of service after a Highway Patrol proficiency test. Supporters said the bill would mirror federal rules in state statute, improve safety, and hold both drivers and carriers accountable. Some members questioned whether the bill was redundant with federal law, whether it would be enforceable before an accident, and whether the language was too broad, especially the phrase about conversing with the general public. The prosecutor said the current tools are mostly reactive and that the bill would help remove dangerous drivers and penalize carriers, but no final action was taken on HB 3491 in the portion provided.

Transcript Highlights:

• Trucks, they all operate on diesel.
• We have zero-emission vehicles and vehicle efficiency in the gasoline pool.
• There are state operations for... Just state operations.
• State operations? State operations.
• The state operations, yeah. Yeah, state operations. Very good. Carbon. Yes. Very good.

Summary: The subcommittee heard extensive testimony on the governor’s proposed sustainable aviation fuel (SAF) tax credit, which would provide a $1 to $2 per gallon credit against the diesel excise tax for SAF sold for use in California from 2026 to 2036. The Department of Finance and CARB argued the proposal would help decarbonize aviation, support a long-term transition in the fuel sector, and encourage in-state investment and jobs. The Legislative Analyst’s Office and several outside witnesses recommended rejecting the proposal, saying it is a relatively expensive way to reduce greenhouse gases, could have uncertain or limited net climate benefits, and may shift limited feedstocks away from renewable diesel rather than create additional fuel supply. A major point of debate was whether the credit would mainly benefit California refineries and workers or instead subsidize out-of-state producers while reducing revenue for transportation programs. Supporters, including union members, refinery workers, airlines, Boeing, and airport representatives, said SAF is one of the few viable near-term options for aviation, that California should keep fuel production and jobs in-state, and that the credit would help maintain refinery operations and support the industry’s transition. Opponents, including the LAO, trucking and fuels groups, environmental organizations, and county/road advocates, warned that the proposal could raise gasoline and diesel prices, reduce diesel excise tax revenue for highways and local streets and roads, and provide limited climate benefit compared with other uses of state funds. Some members also raised concerns about feedstock availability, food-system impacts, and whether the policy should be more narrowly targeted if the goal is to support a specific refinery. No vote was taken. The chair stated at the outset that all items on the agenda were being held open for a future hearing, and public comment was taken after the first item because of the level of interest. The hearing then continued with public testimony, which was split between strong support from labor and industry and strong opposition from environmental, transportation, and local government groups.

Transcript Highlights:

• PASSENGER VEHICLES.
• IS THERE A SPEED LIMIT IN WHICH A MINIMUM SPEED IN WHICH THE UTILITY TERRAIN VEHICLE MUST DRIVE OR OPERATE
• Martin: AND THE OPERATOR OF THE UTV HAS TO HAVE A DRIVER LICENSE TO OPERATE ON A PUBLIC ROAD. >> Sen.
• THE VEHICLE ITSELF MUST BE INSURED. >> Sen.
• ALLOWING OFF-ROAD VEHICLES TO OPERATE ON PUBLIC ROADS WITHOUT THESE CRITICAL SAFETY FEATURES WOULD SEND

Transcript Highlights:

• Trucks, they all operate on diesel.
• We have zero-emission vehicles and vehicle efficiency in the gasoline pool.
• In state operations or specifically to pro rata? State operations. State operations.
• They would be looking at a used vehicle.
• The state operations, yeah. Yeah, state operations. Very good. CARB. Yes. Very good.

Transcript Highlights:

• Our only Continue to operate in hurricane season. It's here in two weeks.
• We perform this work with a $10 million operating budget and 55 employees.
• So the entire operation was not authorized by law. It was illegal.
• House Bill 939 creates the Louisiana New and Used Motor Vehicle Commission.
• Louisiana Used Motor Vehicle Commission into the Louisiana Vehicle Commission.

Summary: The committee first adopted Amendment Set 527 without objection, then adopted Amendment Set 5327, which adds a compliance officer requirement and related qualifications for the Southeast Louisiana Flood Protection Authority. Supporters of Senate Bill 56 argued that the Lafitte levee district lacks sufficient recurring revenue to maintain its system and that the West Bank flood authority could provide professional management, coordination, and financial support. Testimony also raised concerns about governance problems at SLFPA East and about unresolved landowner damage claims tied to prior levee work. The committee reported SB 56 favorably with amendments. The Department of Transportation and Development secretary then gave an update on the agency’s transformation initiatives, including outsourcing, construction process improvements, faster contractor payments, quicker change-order approvals, and higher project delivery rates. The committee next reported Senate Bill 171 favorably, which cleans up language for the recreation, economy, navigation, and transportation authority board, and Senate Bill 252 favorably, which allows driver’s license records to reflect both acceptance and refusal of anatomical gift authorization. Senate Bill 72, dealing with electronic vehicle titles and registration, was amended extensively to modernize OMV processes, require electronic lien and title functions for certain users, and set implementation timelines; it was then reported with amendments. House Bill 939, which would create a Louisiana Vehicle Commission by consolidating the motor vehicle commissions, was amended with a substitute but then voluntarily deferred to allow more stakeholder work. Senate Bill 129, creating a Master Combat Infantry Specialty license plate and adding a special plate provision for designated state officials tied to Supreme Court parking/security concerns, was reported with amendments. Finally, House Resolution 243, urging safety warning signage on the Tickfaw River after a fatal boating accident, was amended to shift responsibility to parish governing authorities and was reported with amendments.

Transcript Highlights:

• operating a motor vehicle without a motor vehicle insurance policy.
• </c><00:22:23.480><c> for</c> registered owner of a vehicle for registered owner of a vehicle for operating
• </c><00:22:24.760><c> motor</c> operating a motor vehicle without motor operating a motor vehicle without
• And then lastly, that the major difference between a moped operator and somebody driving a personal vehicle
• and uh um somebody driving a operator and uh um somebody driving a personal<01:09:52.319><c> vehicle

Summary: The House Transportation Committee met on February 6, 2025, and heard testimony on several transportation-related bills. HB 667 would require DOT or county departments to scan deceased cats or dogs found on public roadways for microchips, record information, and report it to county animal services. DOT said it supported the bill, and the Hawaiʻi Humane Society and others strongly backed it, describing it as important for grieving pet owners. A private citizen also testified in support, saying the measure could help families learn what happened to missing pets. The chair noted there were nine supporters. The committee then heard HB 230 on sending a carbon copy of traffic citations to vehicle owners, followed by HB 77, which would make civil identification cards free to issue or renew. The Attorney General’s office said it had already submitted comments on HB 77, DOT opposed it, and a private citizen supported it as a way to reduce barriers to basic services. HB 668, which would make license suspension mandatory for operating a vehicle without insurance, drew opposition from the Office of the Public Defender and DOT. The Public Defender argued current law already allows suspension and that a mandatory rule would discourage people from obtaining insurance, increase court burdens, and disproportionately affect indigent drivers; the chair emphasized that driving is a privilege and raised concerns about uninsured driving in rural areas. The Public Defender also said it would look into whether state insurance options could help people who cannot get traditional coverage. The committee also took up HB 12, which would bar inspection certificates for mopeds or vehicles modified to increase NOx emissions. DOT offered comments, Citizens Against Noise supported it, and the Motorcycle Industry Council opposed it; the chair noted six additional supporters and ten opponents. HB 169 would raise the minimum age for moped operators from 15 to 16 and increase the helmet requirement age from 18 to 21; DOT supported it, while Moped Doctors, Moped’s Direct, and seven individuals opposed it. HB 220 would require moped operators to carry insurance under motorcycle/motor scooter insurance laws; DCCA offered comments, DOT supported it, and Moped Doctors and ten individuals opposed it. Finally, the committee heard HB 277, which would establish a statewide vehicle pursuit policy for law enforcement agencies. The Policing Project at NYU and the ACLU of Hawaiʻi supported the bill, citing national data on deaths and injuries from pursuits and arguing for a baseline limit on pursuits for minor offenses; the Hawaii Police Department and Maui Police Department opposed it. The committee also heard HB 54, which would make a third or subsequent excessive speeding offense a Class C felony and allow vehicle forfeiture. DOT supported it, while the Public Defender opposed it, arguing the bill was overly harsh, internally inconsistent, and likely to strain courts, law enforcement, and probation systems by turning a traffic offense into a felony with prison exposure and jury-trial rights. No votes or final actions were taken on the measures in the portion of the meeting provided.

Transcript Highlights:

• tourboat operators there are some<00:22:09.840><c> tourboat</c><00:22:10.799><c> operators</c><00:22
• :11.799><c> that</c><00:22:11.960><c> operate</c><00:22:12.400><c> out</c> some tourboat operators that
• operate out some tourboat operators that operate out of<00:22:12.720><c> commercial</c><00:22:13.240
• as reserved for electric vehicles.
• </c><00:37:19.119><c> or</c> cannot afford electric vehicles or cannot afford electric vehicles or um

Summary: The House Committee on Transportation heard several bills on March 11, including measures on harbor vessel requirements, transportation funding, clean fuels, water carriers, parking enforcement, and electric mobility. For SB 1402 SD1 on vessels in state commercial harbors, testimony was split: the General Contractors Association of Hawaii and the Longline Association supported it, while Hol Holo Charters and one individual opposed it, saying the bill should be more specific about tourboat operators. For SB 1473 on central services assessments, SB 321 on privately owned roads, and SB 419 on insurance coverage for child passenger restraint systems, the committee heard brief testimony with no noted objections or actions beyond moving through the agenda. For SB 1009 SD2 on parking, the bill would create fines for misuse of disability and EV parking spaces and direct the revenue to the Safe Routes to School special fund. Support came from Ulupono Initiative, Climate Protectors Hawaii, the Disability Communication Access Board, and others, while the Retail Merchants of Hawaii supported the bill’s intent but questioned using the fines for Safe Routes to School, and Hawaiian Electric suggested directing EV-related fines to the EV charging system subaccount instead. Hawaii Appleseed supported the measure but raised concerns about the size of the fines and possible impacts on low-income residents. The committee asked questions about enforcement when EV chargers are inoperable; DAGS indicated the stalls could be used and would not be enforced in that situation. For SB 1120 on a clean fuel standard, the Department of Transportation supported the measure but asked for the implementation date to be delayed by one year and requested an independent Hawaii-specific economic impact study due before the next session. Support also came from several transportation, airline, and industry groups, while Tim Rhymer and Frank Schultz opposed it. The committee then heard SB 21 on water carriers, which would authorize a PUC inflationary cost index adjustment mechanism and exemptions; DOT, the Chamber of Commerce Hawaii, Young Brothers, and the Hawaii Harbors Users Group supported it, while Frank Schultz opposed. Finally, the committee heard SB 117 on electric mobility, which would expand and rename the rebate program, set age limits and operating rules for e-bikes and electric motorcycles, require insurance for electric motorcycle operators, and make conforming changes. Testimony was largely supportive, including from DOT, the Hawaii Bicycling League, the Queen’s pediatric trauma center, and Ulupono Initiative, though one testifier warned that the bill’s wattage definition could unintentionally capture some pedal-assist e-bikes. No votes were taken on the individual bills in the portions shown, and the transcript ended with the committee continuing its hearing agenda.

Transcript Highlights:

• Commercial vehicles carry a higher risk; larger and heavier vehicles pose greater danger if operated
• You have to be able to understand those instructions very limited to the operation of that vehicle.
• Operating a commercial motor vehicle is a serious responsibility.
• Okay, which is demonstrating ability to safely operate a vehicle.
• Which is demonstrating ability to safely operate a vehicle.

Summary: The committee heard a presentation from Nucor Corporation on its Arizona operations, including the Kingman steel facility, recycling-based electric arc furnace production, workforce development, safety improvements, veteran hiring, and recent investments. Nucor emphasized that its Arizona materials support local infrastructure and manufacturing jobs, and members asked about scrap sources, annual tonnage recycled, average pay, safety practices, and future expansion. No formal action was taken on the presentation. The committee then considered HB 2574, which would require ADOT to hold off on enforcing a civil traffic judgment while an appeal is pending if a stay is granted. The sponsor and a witness argued the bill would close a due-process gap by preventing penalties from taking effect before appeals are resolved. The committee voted 7-0 to give HB 2574 a due pass recommendation. HB 2057, which lowers the fee for Arizona Centennial special plates on fleet vehicles and directs the fee split to administration and the Centennial Plate Fund, also passed 7-0 after discussion about possibly expanding the discount to other specialty plates. HB 2109, which raises penalties for repeat distracted-driving violations and adds an enhanced penalty when such conduct causes a motorcycle crash, drew extensive testimony and discussion. Supporters argued stronger fines are needed to change behavior and improve road safety, while members raised concerns that the bill lacked an education component and discussed possible committee-of-the-whole amendments. The committee voted 7-0 to pass the bill. HB 2317, which would bar local governments from prohibiting cruising, generated significant testimony both for and against; supporters framed cruising as a cultural practice tied to lowriding, while opponents described neighborhood congestion, blocked access, trash, and public-safety problems. The chair held HB 2317 so the sponsor and stakeholders could work on amendments. The committee also heard HB 2003, which would lower the minimum age for an instruction permit to 15 and extend permit validity and supervised-driving time for teen drivers; the sponsor argued the changes would improve safety by increasing supervised practice, but the transcript cuts off before any vote on that bill.

Transcript Highlights:

• Simply put, zero-emission vehicles are more energy efficient than combustion vehicles.
• That is creating a lot of diversity in both the technology for vehicles and in how you fuel those vehicles
• The LCFS is really a key enabler of this transition to zero-emission vehicles—that's electric vehicles
• And in the case of battery electric vehicles and fuel cell electric vehicles, zero tailpipe emissions
• At livestock operations, even as those livestock operations continue to pollute nearby communities.

Summary: The hearing was a select committee discussion on the transportation costs and impacts of California’s Low Carbon Fuel Standard (LCFS), with opening remarks from the co-chairs and members emphasizing affordability, climate goals, and the need to explain the program’s benefits to the public. The first panel from CARB and the California Energy Commission described how LCFS works as a market-based, declining carbon-intensity program that rewards lower-carbon fuels, supports zero-emission vehicle infrastructure, and is intended to reduce greenhouse gases and local air pollution. They argued the program has driven billions in private investment, increased alternative fuel use, and that LCFS credit prices are not the main driver of retail gasoline prices, which they said are dominated by crude oil, refining, and distribution costs. Members questioned the panel on the gap between the regulatory target and actual carbon-intensity performance, the role of credit banking, which fuels are generating the most credits, how the 2025 amendments affected the program, and whether LCFS credits are truly additional. CARB explained that banking helps cost-effectiveness and investment certainty, that ethanol, renewable diesel, and biodiesel currently provide the largest volumes while electricity is expected to grow, and that the updated targets were informed by the state’s 2045 carbon-neutrality goals and the 2030 scoping plan. The Energy Commission said its data show environmental programs add some cost to gasoline but do not drive price volatility, which is mainly tied to crude oil and refinery margins. The second panel, featuring academic and research experts, focused on program design, out-of-state credit generation, and broader economic effects. Speakers said LCFS is successful because it ties incentives to emissions benefit, uses life-cycle analysis, and allows flexible compliance that lowers costs compared with more direct regulation. They also said the program’s benefits generally outweigh costs, that it can reduce air pollution disparities and support equity, but that some issues—especially indirect land use change, additionality, and older program assumptions—need more research and may warrant future rulemaking. One researcher noted that while LCFS likely raises gasoline prices somewhat, the effect is uncertain by design and usually smaller than normal market fluctuations, and another warned that limiting credit generation too narrowly could create legal and efficiency problems.

Transcript Highlights:

• He added that operators carry insurance and are not operating under sovereign immunity.
• We're talking about the storage of a vehicle and the safe storage of a vehicle that's gotten known damage
• We're talking about the storage of a vehicle and the safe storage of a vehicle that's gotten known damage
• normally be occupied by their vehicles.
• Now you're talking about 1.2 million vehicles, right? Significantly more gas fire vehicles.

Summary: The Transportation Committee met with a quorum and first took up SB 1362 on advanced air mobility. Senator Harrell described the bill as creating a framework for vertiports and eVTOL operations, including DOT oversight, vertiport licensing, preemption of local design and operational regulation, and limited liability protections. An amendment was adopted that removed the bill’s sales tax exemptions and narrowed the sovereign immunity language so it would apply only to vertiports co-located at airports, aligning the bill more closely with the House companion. Supporters from eVTOL companies praised Florida’s leadership and the regulatory clarity, while the Florida Justice Association urged caution about extending immunity to unproven entities. The committee then reported the bill favorably. The committee next considered SB 260 on storage and cleanup of electric vehicles after crashes. An amendment narrowed the bill to EVs with visible battery or battery-compartment damage or saltwater submersion, clarified that the fee applies to storage rather than towing, and tied the proposal to existing fire marshal rules requiring damaged EVs to be stored away from structures. Insurance and rental-car industry representatives supported the narrowed approach but asked for more data reporting, clearer limits on cleanup language, and safeguards against overcharging or cost shifting. The bill was debated as a response to the space and safety burdens placed on tow operators, and it was reported favorably after amendment. The committee also approved SB 1352, which creates a secure online portal for license plate seizure/confiscation processing, allows disabled veterans to retain their DV plate alphanumeric designation, authorizes immediate issuance of DV plates by tax collectors, bans license plate covers/overlays that obscure plates, and routes online driver license/ID renewals to the customer’s county tax collector with service fees remitted accordingly. SB 1370 was reported favorably as well; it closes a loophole so drivers who never had a license can still be treated similarly to suspended-license offenders for habitual traffic offender purposes after repeated offenses. Finally, the committee considered SB 1220, FDOT’s transportation package, which included updates to trail prioritization, SunTrail materials and sponsorships, seaport and airport resilience planning, drone delivery and personnel delivery device provisions, LiDAR coordination, turnpike toll programming changes, and felony penalties for damaging autonomous vehicles. An amendment removed some provisions, including digital driver license authorization and the rapid rail transit compact, and added advanced air mobility corridor language and an FDOT study on alternative-fuel revenue impacts; after support from several stakeholders, the committee reported the bill favorably and adjourned.

Transcript Highlights:

• What it does is ensure that autonomous vehicles operate within an accountability framework.
• We represent bus operators and school bus operators, and have concerns from our school bus operators,
• The autonomous vehicle industry continually tells us it's safer than human operators.
• to operate on E85 gasoline.
• A B. is a proven technology allowing vehicles to operate on E85 gasoline. AB 2046 would allow U.S.

Committee: House Transportation

Transcript Highlights:

• operate without a human driver who would be present in the vehicle.
• that's a fully automated vehicle is being operated by a natural individual who's not in the driver's
• operate without a human driver who would be present in the vehicle.
• operate without a human driver who would be present in the vehicle.
• </c> of a permit for fully automated vehicle of a permit for fully automated vehicle operation.<01:48

Bills: HF3676 , HF3593 , HF3785 , HF3774 , HF4111 , HF3513

Committee: House Transportation Finance and Policy

Keywords: Safe at Home, address confidentiality, domestic violence, sexual assault, stalking, harassment, victim privacy, survivor protection, confidential address, protected address, secret address, identity protection, residential confidentiality, program participant, nondiscrimination, court disclosure, protective order, service of process, driver's license, state ID

Transcript Highlights:

• vehicle ownership, ensuring Texans can continue to own and operate the vehicles that suit their needs
• any kind of vehicle.
• vehicle including internal combustion engine vehicles, preventing restrictions on vehicle ownership,
• ensuring Texans can continue to own and operate the vehicles that suit their needs best, and clarifying
• any kind of vehicle.

Bills: SB3074 , HB49 , HB2440 , HB3556 , HB3619 , HB3866 , HB4042 , HB4112 , HB4271 , HB4413 , HB4426 , HB5033 , HB49

Committee: Senate Natural Resources

Summary: The committee heard and laid out several natural resources and environmental bills, with testimony focused on balancing development, public health, wildlife protection, and regulatory authority. SB 3074 would allow the governor, lieutenant governor, and legislators to communicate in writing with TCEQ about matters before the commission, with safeguards requiring the communication to be part of the record and allowing other parties to respond; a committee substitute narrowed it to written communications about permits only, limited legislator communications to facilities in their districts, and adjusted conflict-of-interest rules. HB 3556, as substituted, would require notice to Texas Parks and Wildlife for certain very tall structures in specified coastal counties and give TPWD a limited right to seek injunctive relief if mitigation is insufficient to prevent material harm to migratory birds; supporters said it would address ignored wildlife recommendations and protect key flyways, while opponents argued the bill was too broad, singled out wind energy, and gave one agency unusually strong enforcement power. HB 49 would expand liability protections for produced-water recycling and beneficial use; supporters said it would encourage reuse of a large wastewater stream and reduce disposal pressures, while opponents warned it could shield operators from responsibility before the science and standards are mature. HB 4413 would authorize mass-balance accounting for renewable biomass feedstocks, and HB 3866 would regulate intermediate bulk container recycling facilities near homes, with a committee substitute adding a grandfather clause and making implementation contingent on funding. The committee also heard bills affecting air and energy regulation. HB 5033 would create a trigger to end vehicle emissions inspections if federal law changes to allow it; the substitute removed a Supreme Court-related trigger, and the lone public witness opposed the bill, warning it would worsen air quality and harm nonattainment areas. HB 4112 would clarify that on-site storage of high-level radioactive waste is allowed at current and future nuclear reactors and university research reactors only for waste generated at that site; the substitute clarified the language and removed an inoperative permit condition, and witnesses from environmental and nuclear groups said the clarification was needed to prevent unintended restrictions while avoiding off-site storage. HB 2440 would prohibit state agencies from using air-quality rules to ban or restrict vehicles based on energy source, including internal combustion vehicles, and no public testimony was offered. HB 4271 would require TCEQ to hold public meetings on request for composting facility authorizations; the substitute limited the requirement to future applications and was presented as a transparency measure after a denied local request and extensive public comments. Additional bills addressed landowner protections and Railroad Commission oversight. HB 3619 would require the Railroad Commission to restore surface land after plugging or replugging operations and indemnify landowners from damages tied to authorized entry; a witness supported the bill but urged fixing a separate statutory loophole that he said allowed operators to enter unrelated tracts without notice. HB 4042 would extend Railroad Commission pipeline safety and fee provisions to propane distribution systems by removing the word “natural” from the relevant definitions. HB 4426 would set a 10-year permit term for commercial surface disposal facilities, allow renewal based on compliance history, and require renewal applications 120 days before expiration. The committee took no votes because a quorum was not initially present, and each bill was left pending after testimony and discussion.

Transcript Highlights:

• Our operating expenses include many things like employee salaries and benefits, fuel, vehicle maintenance
• to keep our vehicles operating, since we do all of our vehicle maintenance in-house.
• And then we also need new shop equipment to keep our vehicles operating, since we do all of our vehicle
• So when I look at this operational statistic, operating cost per passenger is $43.53.
• We've got the vehicles.

Summary: The Government Finance Transportation Study committee heard detailed presentations from transit officials in Grand Forks, Bismarck/Mandan (Bisman Transit), and Fargo about fixed-route and paratransit service. Grand Forks described Cities Area Transit’s routes, fare structure, ridership recovery after COVID, fleet replacement needs, and rising costs, noting fares cover only a portion of expenses and that the system relies on local, state, federal, and university funding. Bisman Transit outlined its history, service hours, route structure, recent expansion of hours, fare levels, ridership growth, funding sources including mill levies, federal grants, and new local sales tax revenue, and major challenges such as aging buses, driver recruitment, and the need for more stable operating support. Fargo’s representative briefly reinforced the importance of public transit and asked the committee to consider additional funding for urban fixed-route systems.

Transcript Highlights:

• He crossed over into a lane of travel in front of a vehicle and was struck by that vehicle, with no time
• These devices are always a problem in vehicles anyway, but a vehicle such as this, where the rider is
• We operate and deliver our work program with an operating budget of around $1 billion annually.
• One is a regional operations center, a multi-county operations center in the St. Augustine area.
• Ports and rail operations.

Committee: Senate Transportation

Summary: The committee held a panel discussion on micro-mobility device regulation and enforcement, focusing on e-bikes and e-scooters. Sheriff Robert Hardwick and Chief Jamie Cruz described serious injuries involving children, including crashes at high speeds, and argued that current law is outdated because it folds e-bikes into the bicycle statute. They urged a separate statewide framework with clearer age limits, licensing or training requirements, helmet rules, and penalties for modifying devices to go faster. Both also emphasized that parents should bear responsibility and that enforcement should include education, progressive discipline, and, if needed, civil citations. FDOT District 6 Secretary Daniel Iglesias and DHSMV representative Lonnie Groner said their agencies are prioritizing education, outreach, and better data collection. They noted that micromobility devices are increasingly common, create safety and accessibility issues on sidewalks and shared-use paths, and are difficult to track because crash reports often do not identify them consistently. Members discussed whether motorized devices should be barred from sidewalks, whether riders should be licensed and insured, and how enforcement could be made uniform statewide. The panel also said manufacturers have not been meaningfully engaged and that local approaches vary widely. The committee then heard 2026 legislative priorities from FDOT Secretary Jared Perdue and DHSMV Executive Director Dave Kerner. Perdue outlined FDOT’s large five-year work program, ongoing congestion-relief projects, investments in ports, airports, rail, workforce, heavy equipment, facilities, and cybersecurity, and the need to do more with flat revenues. Kerner summarized DHSMV’s agency bill priorities, including requiring a Florida address and proof of residence for vehicle registration, updating identification requirements, aligning tank vehicle and motor carrier rules with federal standards, improving IFTA administration, raising the crash-report damage threshold, and allowing electronic notices. No votes were taken, and the meeting adjourned after the presentations and questions.

Transcript Highlights:

• standards and emergency response protocols for autonomous vehicle operators.
• Autonomous vehicles are rapidly expanding operations in California, I think, as we all know.
• On Fifth and Mission, to make autonomous vehicles operate safely along the workers who keep our city
• equipment by highly trained recovery operators.
• Wildlife vehicle collisions have real and significant costs: emergency response, medical bills, vehicle

Committee: Senate Transportation

Transcript Highlights:

• Around an industry that is operated in shadows for far too long.
• Senator Cortezi relating to autonomous vehicles.
• or be able to move the vehicle ourselves necessarily.
• , while states retain authority over the rules of the road and vehicle operations.
• to actually interact with the vehicle directly themselves.

Summary: The Assembly Communications and Conveyance Committee met with several bills on the agenda, beginning with SB 739 (Arreguín) on the Clean Miles Standard and Incentive Program for transportation network companies. The author and supporters from Lyft, Uber, and TechNet said the bill would update EV miles traveled and greenhouse gas targets to reflect current market conditions, add flexibility for CARB and the CPUC, and protect drivers from losing platform access while also creating a path for future electrification. Opponents including the American Lung Association, Sierra Club California, and NRDC argued the bill would weaken a program meant to accelerate EV adoption and should retain stronger targets. Members discussed affordability, charging infrastructure, and the need to balance climate goals with feasibility. The committee approved SB 739 as amended and re-referred it to Appropriations, later recording a 9-0 vote when the roll was completed. The committee then heard SB 1190 (Grove), the “Safe Passage for Youth Act,” which would regulate private youth transport services used for out-of-state residential placements. The author and sponsor testimony described abusive practices such as nighttime pickups, blindfolds, restraints, and emotional trauma, and said the bill would require CPUC permitting, TrustLine background checks, training, parental consent, and bans on certain practices. Support came from youth and disability advocates, with no opposition testimony. The bill was moved on a due pass as amended recommendation and later passed 9-0. SB 1191 (Ochoa Bogh) would extend the sunset for California High Cost Fund A and B universal service programs that help provide affordable telephone service in rural and high-cost areas. Supporters from rural telecom companies and industry groups said the funds are essential for maintaining service, 911 access, and emergency communications in remote communities. There was no opposition, and the committee advanced the bill on a due pass recommendation; it later passed 9-0. The consent item, SB 985 (Strickland) on the 911 emergency system, was also approved. Finally, the committee heard SB 1246 (Cortese) on autonomous vehicles and emergency response. The author and supporters from SEIU California and the California Professional Firefighters said the bill would require AV companies to provide incident response, notify local jurisdictions during system failures, ensure U.S.-based remote drivers, and prevent public safety workers from having to manage AV breakdowns. Industry opponents argued the bill intrudes on federal vehicle standards, gives local governments enforcement authority they should not have, and could create overly broad notification and response requirements. Members raised questions about local control, response times, and whether the bill was premature given existing DMV regulations. Despite those concerns, the committee passed SB 1246 on a due pass as amended recommendation, later recording a 7-1 vote. The committee then recessed and returned to complete roll calls before adjourning.