Transcript Highlights:

• So, some of the grants that funding.
• Um but I think grants for consultants.
• And I know some of it is outside the scope of transportation, but really what we are doing in transportation
• </c> transportation project for us. transportation project for us.
• transportation to the creation of this bridge, right?

Committee: House Transportation Finance and Policy

Transcript Highlights:

• People rely upon our transportation system.
• Issue 2, Vocational Rehabilitation, or VR grants.
• I'm here to testify for the for the County Transportation Infrastructure Grant Program.
• It's important not only to transportation, but public safety.
• We don't question the budget we put in our transportation system.

Committee: House Appropriations - S/C on Articles VI, VII, & VIII

Transcript Highlights:

• a supply chain, and part of that is transportation.
• That is a return very few transportation dollars can match.
• for passenger and freight rail crossing grant programs.
• Obviously, you've got your transportation corridors that are happening for your transportation network
• I know that a lot of these private schools used to get Pell Grant for, I believe they got Pell Grant

Summary: The committee met to hear interim charges on rail grade crossing safety, autonomous vehicle deployment, and commercial driver’s license oversight. After opening remarks from the chair and members, the committee first focused on rail grade separations under SB 1555, with TxDOT and the Texas Railroad Association testifying that the new state grant program was implemented quickly, drew far more applications than available funding, and helped Texas leverage state dollars into major federal awards. TxDOT said the first round funded five projects, with additional federal matching funds helping support a total project portfolio worth more than $1 billion, including the Sergio Ivan Rodriguez Memorial Bridge in Houston. Witnesses emphasized that grade separations improve safety and mobility, and committee members discussed alternative mitigation tools such as siding relocation, digital routing/notification systems, and better public education about emergency notification signs at crossings. Public testimony on rail grade separations largely supported continuing and expanding the program. Representatives from regional business and transportation groups in Houston-area communities said blocked crossings harm safety, freight movement, emergency access, and economic activity, and urged the Legislature to extend SB 1555 and keep state funding in place so Texas can continue competing for federal grants. One witness argued that railroads should bear more of the cost because the projects primarily benefit rail companies, while others stressed that the state should continue using public-private partnerships and federal matching opportunities. Committee members asked about project selection criteria, how success should be measured over time, and whether railroads contribute financially; TxDOT said future success would be measured by projects moving to construction and by reductions in crashes and fatalities at treated crossings. The committee then turned to autonomous vehicles and heard from Texas DMV officials on implementation of SB 2807. DMV explained that Level 4 and Level 5 automated vehicles transporting people or goods for a commercial enterprise must obtain a state authorization, in addition to normal title, registration, insurance, and other requirements. The agency described its rulemaking timeline, the online application and verification system, coordination with DPS on first-responder interaction plans, and the current status of authorized companies operating in Texas. A companion enforcement presentation showed how law enforcement and the public can search AV authorizations and file complaints through the DMV’s truck stop database. The hearing continued into questions about the regulatory framework and complaint process, with the committee emphasizing that safety remains the central concern as the technology expands.

Transcript Highlights:

• We had presentations to the Oregon Transportation Commission and the Washington State Transportation
• Regional Transportation Council.
• Oregon Transportation Commission, which is completed with the Southwest Washington Regional Transportation
• It can also affect money that's available in other grants.
• It can also affect money that's available in other grants.

Committee: Joint Joint Oregon-Washington Legislative Action Committee

Summary: The Joint Committee on Interstate 5 Bridge met remotely with Washington legislative members to receive updates on the Interstate Bridge Replacement Program, including environmental review, cost and funding, tolling, and procurement for construction. Program staff said the final supplemental environmental impact statement was published in April 2026, with a federal record of decision expected in early summer. They described the recommended design as a single-level fixed-span bridge, centered I-5 alignment, C Street ramps, one auxiliary lane in each direction, and dispersed park-and-ride parking. Members raised concerns about transparency, the closed chat function, and the decision not to include two auxiliary lanes; staff said the one-lane option was recommended through consultation with partner agencies and analysis, but the final decision would come with the record of decision. Staff also said the diversion analysis projected less than 3% traffic diversion to I-205 in 2045, though members from Oregon and Washington expressed concern about impacts to their communities and asked for more detail on mitigation and decision-making. The committee also reviewed a major cost update. Staff said the full five-mile program is now estimated at $13.5 billion to $15.2 billion, with a likely cost of $14.4 billion, up from a 2022 estimate of $5 billion to $7.5 billion, citing inflation, schedule delays, scope changes, and more detailed risk modeling. They said the first funded phase has been reduced to a $5.68 billion package focused on the Columbia River bridge replacement, connections to I-5, Hayden Island and SR-14, bridge demolition, tolling infrastructure, and advancing light rail design. Funding for that phase was described as $5.69 billion, including $2.1 billion federal funds, $1 billion from each state, and $1.5 billion in projected toll revenue. Members asked what would happen if costs rise further; staff said the estimate includes substantial contingency, the project will use progressive design-build to manage risk, and the team will continue updating the finance plan annually. A separate tolling and traffic-revenue presentation explained that four toll scenarios were analyzed using regional travel demand modeling, a toll diversion model, and a post-processing review. All scenarios assume pre-completion tolling beginning July 1, 2028, a 50% low-income discount for eligible users, and exemptions for tribal preemptions, emergency vehicles, maintenance vehicles, and organized militia. Staff said the low-income discount would affect about 4% to 6% of annual transactions and reduce annual revenues by roughly 2% to 3%. They said Scenario 2 was used for the financial analysis and is sufficient to support the $1.5 billion toll contribution in the funded phase. Members asked about toll collection costs, revenue impacts of the discount, and how the scenarios differed; staff said collection costs are expected to be in line with other WSDOT toll facilities, but exact costs are not yet set because toll rates are not final. Finally, WSDOT staff outlined procurement and delivery steps for construction. They said WSDOT will be the lead contracting agency, using progressive design-build, with a request for qualifications targeted for early July 2026, a request for proposals in October, contractor selection in April 2027, construction starting in 2028, and tolling beginning in 2028. Staff said the approach is intended to consolidate scope, reduce interface risk, and allow transparent negotiation with an independent cost estimator, while preserving an off-ramp if a fair price cannot be reached. Members asked for more detail on timing, cost allocation, and the share of the first phase funded by tolls; staff estimated tolls account for about 26% of the first phase cost.

Transcript Highlights:

• </c> Capital Area Economic Development Grant Capital Area Economic Development Grant Program<00:03:08.879
• </c> Center, 5 million for Mighty Ducks Grant Center, 5 million for Mighty Ducks Grant Program,<00:03
• Then, in grants to political subdivisions, there is a grant to the city of Minneapolis for the Center
• </c> and for emerging contaminants grant and for emerging contaminants grant program<00:07:00.800><c>
• Then there is a grant to the Minnesota Transportation Museum from the general fund of $750,000.

Transcript Highlights:

• </c><00:22:20.679><c> if</c> grant through it was a federal Grant if grant through it was a federal Grant
• </c> relief funds right but it came the grant relief funds right but it came the grant we<00:23:13.159
• So when we got the state grant, the state grant was specifically for targeted outreach.
• all modes of transportation to support all modes of transportation.
• I don't do public transportation.

Summary: The Finance Division 2 work session first took up HB 506, a bill dealing with the return of seized firearms. Members discussed how the measure would shift background-check processing for firearm returns through the Department of Safety, while the physical firearms would still remain with local police unless State Police had taken custody. The department said the bill would change which cases come to it, and members clarified that the bill concerns the background-check decision rather than possession of the firearms. The committee then voted OTP on HB 506 FN by a 7-0 roll call. The committee next discussed HB 671, establishing a kindergarten literacy readiness program. Department of Education staff explained that the bill grew out of a COVID-era Waterford contract that provided home-based early literacy support for families using federal relief funds, at a cost of about $600,000 per year, but that the program ended when those funds expired. Members raised concerns that the bill’s $1 appropriation was not realistic, that the prior program lacked sufficient outcome data, and that the references to ESSA tier-one benchmarks were unclear. The department said it was conducting a broader literacy needs assessment and updating the state literacy plan, including data from the zero-to-five range, K-5, and dyslexia-related work. Waterford representatives described the program as an early-literacy, pre-K readiness service for children ages zero to five, originally designed to work in homes with computers and internet provided where needed, and later expanded in some settings such as daycares and pre-K classrooms. They said the program used assessments at the beginning and end, had served hundreds of children, and was intended to support family engagement and kindergarten readiness. Despite that testimony, members remained concerned about funding and the lack of clear results, and one member moved to retain the bill for more information. The discussion ended with the bill retained rather than advanced.

Transcript Highlights:

• It seems like it'd be doled away to grants and stuff, but it sure seems like that would be, that money
• It seems like it'd be doled away to grants and stuff, but it sure seems like that would be, that money
• All receipts from gifts, grants, or donations for the account must be deposited into the account, and
• Senate Bill 6065 concerns school district transportation vehicle funds.
• of pupil transportation vehicles and related infrastructure.

Summary: The Appropriations Committee held a public hearing on several bills. Senate Bill 5109 would raise the mortgage lending fraud prosecution surcharge on recorded deeds of trust from $1 to $5 and remove the 2027 sunset on the surcharge and account. Committee staff said the change would generate additional revenue for county auditors and the Department of Financial Institutions to contract with prosecutors; King County and the Washington Association of Prosecuting Attorneys testified in strong support, saying the current funding has eroded and the bill would better sustain mortgage fraud prosecutions. A question was raised about whether other budget funding could serve a similar purpose, but supporters said the dedicated surcharge/account structure was the best fit. No vote was taken. The committee also heard Engrossed Substitute Senate Bill 5500, which would require DCYF’s biennial child care report to include a current cost-of-quality study in addition to the market rate survey. Testifiers from Child Care Aware of Washington, child care providers, and the early education design team supported the bill, saying the market rate survey alone does not capture the true cost of providing quality care. Staff said the bill would have a small fiscal impact for DCYF. The committee then heard Substitute Senate Bill 5834 and Senate Bill 5835, both Department of Retirement Systems request bills: one would broaden use of pension fund interest earnings for fund-protection expenses beyond the 2025-27 biennium, and the other would raise the threshold for lump-sum payment of small monthly benefits from $50 to $250. Neither bill drew public testimony, and staff said the fiscal impacts were minimal. Later, the committee heard Engrossed Senate Bill 5872, which would create the Pre-K Promise Account for ECAP funding and allow gifts, grants, and donations to be used solely to expand the program. Supporters including rural health coalitions, the Balmer Group, and Snohomish County said the account would help expand access to early learning, especially in child care deserts; DCYF estimated staffing costs to administer the account. Substitute Senate Bill 6007 would direct WSIPP to study DCYF’s child welfare screening tools and their effects on outcomes, with a reported cost of about $234,000; there was no public testimony. Engrossed Substitute Senate Bill 6019 would clarify home care agency rate-setting and require that no more than 20% of Medicaid home care rates go to administrative costs, with DSHS saying there would be no fiscal impact. Labor and caregiver witnesses supported it as a parity and accountability measure. Finally, Senate Bill 6065 would allow school districts in binding conditions or enhanced financial oversight to use transportation vehicle funds more flexibly, including temporary loans or permanent transfers with approval; a rural education representative supported the bill, and staff said OSPI would incur only modest administrative costs. The committee took no final action and adjourned after the hearings.

Transcript Highlights:

• Our strategic plan looks at creating alternative transportation modes and options for our residents and
• There are alternative transportation options where alternative transportation exists; there are expanded
• There are alternative transportation options where alternative transportation exists; there are expanded
• There are alternative transportation options where alternative transportation exists; there are expanded
• option for all residents transportation option for all residents and<00:03:06.640><c> visitors.

Transcript Highlights:

• Audience, welcome to House Transportation. Today is April 7th.
• Any transportation feature. Speaker: Local roads, local bridges, any transportation feature.
• You grant the loan just for a million dollars, say.
• Grant wasn't just a deputy.
• Why have we not considered the grant writing before?

Summary: The committee first heard House Bill 1157, which would create a Louisiana State Infrastructure Bank to provide another funding mechanism for transportation-related projects, including roads, bridges, rail, ports, airports, and other surface transportation needs. Chairman Borek and DOTD Secretary Glenn LaD said the goal is to leverage state, federal, local, and private dollars, using models from Florida and other states. Members asked about board makeup, staffing, project selection, administrative costs, and how the bank would differ from capital outlay and existing transportation programs. Testimony in support came from business and economic development representatives, including Michael Hecht of Greater New Orleans, Inc., who said infrastructure is critical to major economic projects and that the bank could attract outside capital. The bill was reported favorably without objection. The committee then took up several local and procurement-related bills. House Bill 860, allowing fillable electronic public bid forms, was reported favorably. House Bill 972, naming a portion of Highway 93 in Lafayette Parish the Desert Shield Desert Storm Memorial Highway, and House Bill 965, naming a portion of Highway 163 the Sergeant William Billy Earl Collins Jr. Memorial Highway, were both reported favorably after brief testimony honoring veterans and law enforcement. House Bill 692, authorizing local governments to enter group purchasing agreements, was amended and reported favorably. House Bill 685, allowing use of FAST Act cooperative procurement for public motor vehicles and rolling stock, drew support from transit officials and was reported favorably after a roll call vote, with one member voting no. The committee also advanced House Bill 982, which designates portions of highways in Morehouse Parish in memory of local residents killed in a crash after attending an LSU game; it was reported with amendments. House Bill 506, creating special prestige license plates for local high schools as a fundraiser, was amended and reported favorably. House Bill 839, lowering the contract limit for hospital service districts to use construction management at risk from $2 million to $1 million, was reported by substitute after testimony from hospital leadership and industry representatives. House Bill 1072, revising powers and emergency procurement authority for the Office of Louisiana Highway Construction, was amended and reported favorably after discussion about its relationship to DOTD and emergency repairs. Finally, the committee heard House Bill 887, which revises construction management at risk procedures, including committee makeup, scoring, and financial qualification requirements; it was amended and reported favorably. House Bill 647, creating timelines and an annual application process for waterway projects under a waterway assistance program and fund, was reported by substitute. The last major item discussed was House Bill 873, which would fund pursuit intervention technology and training for law enforcement through a $2 fee on driver’s licenses. The bill was presented alongside emotional testimony from the widow and daughter of Sergeant Grant Candies and from a St. John the Baptist Parish sheriff’s captain, all urging safer equipment and better training for officers. Members expressed strong support, and the discussion continued into funding and grant administration details.

Transcript Highlights:

• Cultural and Museum Grants, and $1.4 million for Historic Preservation Grants.
• The Local Government Cybersecurity Grant Program will receive $23.8 million.
• It does not provide transportation and has limited availability.
• We did a lot for those transportation issues.
• You know, there's a lot of technology regarding transportation and enforcement of various transportation

Transcript Highlights:

• For transportation, we have aid for regional school districts that come in the form of transportation
• education transportation.
• In terms of in-district transportation, providing reliable and accessible school transportation boosts
• Thank you so much. transportation is huge.
• Fifth, transportation.

Committee: Joint Joint Committee on Ways and Means

Transcript Highlights:

• </c> with feeding those animals, transporting with feeding those animals, transporting those<00:01:51.280
• </c> divisions and animal uh transport divisions and animal uh transport agencies<00:02:12.480><c> and
• <c> across</c><00:05:59.919><c> the</c> transportation needs, uh, across the transportation needs, uh
• Grant Ready Kentucky is helping nonprofits work on the grant applications to the EDA.
• Grant Ready Kentucky is helping nonprofits work on the grant applications to the EDA.

Summary: The committee met to adopt the minutes of the second meeting by voice vote, then heard an update focused on disaster preparedness, resiliency, response, and coordination among state agencies and partners. The chair emphasized avoiding duplication of resources and highlighted the importance of agriculture-related response issues, including animal evacuation, feed distribution, and the role of extension services during disasters. The Department for Public Health was invited to explain its role in emergency planning and response. Public Health described its Emergency Preparedness and Response Branch as the lead coordinating agency for Emergency Support Function 8, covering health and medical services under Kentucky’s emergency operations framework. Testimony outlined its broad responsibilities, including support for hospitals, morgues, local health departments, behavioral health, crisis counseling, suspicious package testing, disease outbreaks, and coordination with emergency management, EMS, transportation, and nonprofit and private partners. Officials also described the agency’s risk-assessment process, training and exercise programs, and deployed assets such as PPE caches, deployable communications, a federal medical station, a mobile treatment center, and alternate care support used in events like the eastern Kentucky floods and COVID-19. The agency also discussed funding through federal cooperative agreements for public health emergency preparedness and hospital preparedness, noting that these programs have evolved since 9/11 and have been shaped by major disasters and emerging threats. Officials said Kentucky’s funding has declined over time and that current awards are partially funded for the first time in the program’s history. They expressed support for efficiency if federal programs are consolidated, but cautioned that combining programs could risk further funding losses.

Transcript Highlights:

• At MAPC, we've already experienced a loss of federal transportation grants, and we expect that there
• I'm Senior Policy Director at Transportation for Mass.
• to improve transportation so residents can thrive.
• to improve transportation so residents can thrive.
• to improve transportation so residents can thrive.

Committee: Joint Joint Committee on Revenue

Summary: The committee heard testimony on H. 3256, a bill stemming from the Massachusetts Cranberry Revitalization Task Force that would remove Chapter 61A barriers for certain renewable energy projects on non-producing agricultural land. Supporters said the bill would let farmers separate adjacent land from Chapter 61A without a municipal right of first refusal, avoid rollback and advance tax penalties, and use small solar or other renewable projects to generate supplemental income while keeping the farm in operation. Testimony emphasized that the proposal is intended to be “farm-first,” limited to marginal or accessory land, and could also produce local tax revenue for municipalities. Some members raised concerns about whether the bill should be limited to solar, the appropriate project size, impacts on other agricultural sectors, and whether future sales or conversion back to other uses should trigger local rights of first refusal. Witnesses said the bill had been reported favorably in a prior session and noted that similar projects typically involve 20-year leases with extensions. The committee also took testimony on S. 2009, which would authorize regional transportation ballot initiatives. MAPC and Transportation for Mass argued that the bill would give municipalities and groups of municipalities a flexible tool to raise local revenue for transportation projects such as transit, roads, bridges, bikeways, and pedestrian infrastructure, with sunset provisions so the revenue ends when the project ends. They said the measure would not raise taxes on its own, but would allow local voters to decide whether to adopt a revenue source, and pointed to examples from other states where similar initiatives funded major transit and infrastructure projects. No votes were taken during the hearing. Testimony was also heard on S. 1922, which would create a Massachusetts fund allowing voluntary taxpayer donations to the UN Least Developed Countries Fund or related 501(c)(3) nonprofits supporting climate-vulnerable communities. Climate Reality Project representatives said the bill would let Massachusetts residents support climate resilience projects in the world’s poorest countries at no cost to the Commonwealth, and could serve as a model for other states. Senators questioned how recipient countries and nonprofits would be selected, what safeguards would exist regarding countries such as Yemen, and how taxpayers would know where donations would go; witnesses said the fund would be administered through the UN system and that they would provide more clarification. Rep. Michelle Ciccolo also testified on H. 3051, seeking a one-year deferral of the higher interest rate that applies when deferred property taxes become due after the death of a senior or veteran, saying the current jump to 16% can burden heirs and discourage use of the deferral program. The hearing concluded without any votes or committee actions.

Transcript Highlights:

• And our agency is a subaward on the grant. Great of Hebrew New Rayboard.
• And we're hoping that even though this was a grant, a five-year grant, that the LPTE will continue in
• And then, of course, we wanted to know what transportation was like.
• So one of the questions was, what's your main mode of transportation?
• And then of course we wanted to know what transportation was like.

Summary: The Employment Subcommittee of the Commission on the Status of Persons with Disabilities met on April 27 and approved the prior meeting minutes. The main presentation was from the Lawrence Partnership for Transition to Employment (LPTE), a five-year grant project focused on improving transition outcomes for youth with intellectual and developmental disabilities in Lawrence. Presenters described the project’s community conversations, consortium, and four work groups, with emphasis on the family-partnership work group and a family survey designed to better understand engagement barriers and transition needs. The survey results showed that family participation increased sharply when Lawrence Public Schools helped distribute the survey, rising from about a dozen responses to more than 200. Key findings included barriers such as scheduling conflicts, language access, childcare, and limited understanding of the IEP and transition process. Many families said they wanted their children to pursue college or employment after high school, but fewer reported access to pre-employment training, suggesting a gap between expectations and awareness of available services. The Lawrence team also described a bilingual transition website, workshops offered at different times with interpretation and childcare, and efforts to make transition planning more visible and accessible. Committee members responded with questions and comments about cultural barriers, early transition planning, college and community college pathways, trades, summer youth employment, and how to reach families earlier, especially in middle school. Presenters said Lawrence has a strong transition team and existing resources, but needs more real-world work experiences and better communication so families understand and use them. The meeting ended with thanks to the presenters, a note that committee members would meet with SEED later in the week about Massachusetts as a model employer, and an announcement that the May meeting would feature the Office of Veterans Affairs.

Transcript Highlights:

• I just got some few grants, but some of the grants I didn't get qualified because of the, because my
• Is there a way to provide transportation?
• I also require commercial transportation insurance, which is very expensive.
• We're facing now because I feel like now we're doing more transportation.
• She's transporting the children, and sometimes families rely on her to be...

Summary: The hearing focused first on how wildfires and other disasters affect child care providers, families, and early education infrastructure. State officials from the Department of Social Services and Department of Education described disaster response and preparedness efforts, including shelter coordination, licensing outreach, emergency waivers, distribution of supplies, and the statewide child care disaster plan. Testimony from providers and advocates emphasized major gaps in recovery funding, insurance coverage, rebuilding support, mental health services, and coordination with local rebuild plans. Several witnesses urged more dedicated disaster-recovery funding for child care facilities and suggested statutory changes, including allowing greater flexibility for rebuilding costs and requiring early childhood programs to be included in local disaster planning. The second panel addressed immigration enforcement and its impact on child care. Advocates from the Children's Partnership, Every Child California, and CHIRLA said enforcement activity is causing families to keep children home, disrupting continuity of care, reducing enrollment, and creating fear and trauma for children and providers. They argued that immigrant and mixed-status families need clearer protections, privacy safeguards, legal support, trauma-informed guidance, and safe-haven policies for child care settings. Speakers also stressed that the child care workforce is heavily immigrant and that recent state laws such as AB 49 and AB 495 will require funding, training, and technical assistance to implement effectively. Public commenters, including child care providers, described personal experiences with fire damage, displacement, permit delays, lost income, and the emotional toll of serving families during crises. Others described how immigration enforcement has made parents afraid to attend events, drop off children, or remain connected to providers. Committee members repeatedly noted that child care is often overlooked in emergencies and asked state officials how child care systems are being integrated into disaster planning and how local and state agencies can better coordinate. No formal votes were taken during the hearing.

Transcript Highlights:

• , but also the infrastructure grants.
• Transportation barriers, child care barriers.
• Transportation barriers, child care barriers.
• Lastly, we are requesting $4 million in the Grants and Donations Trust Fund to provide grants to expedite
• We just received from the grants panels that review the grant applications that information on Friday

Bills: S0048

Committee: Senate Appropriations Committee on Transportation, Tourism, and Economic Development

Summary: The Appropriations Committee on Transportation, Tourism, and Economic Development heard the Governor’s proposed FY 2026-27 budget for the TED silo and presentations from Commerce, Highway Safety and Motor Vehicles, Military Affairs, the State Guard, State, Transportation, and Emergency Management. The Governor’s office outlined a $117.4 billion overall budget, including $18.3 billion for TED agencies, with major allocations for FDOT, Commerce, emergency management, tourism, military affairs, and state operations. Agency heads emphasized priorities such as housing and disaster recovery, workforce and rural infrastructure, law enforcement recruitment, defense support, tourism marketing, aerospace and spaceport investment, election audits, historic preservation, road and bridge maintenance, aviation safety, and emergency preparedness systems. Members asked several questions about the use and effectiveness of funding. Visit Florida officials said the public-private match is essential and that they exceeded the required match last year. Highway Safety and Motor Vehicles discussed trooper pay, vehicle replacement, aviation support, and transparency tools such as vehicle camera systems, with senators praising the department’s recruitment efforts. Military Affairs and the State Guard described readiness, recruiting, facility construction, and support for domestic missions, including hurricane response and perimeter security at the Everglades detention site; questions focused on deployment tempo, staffing, and costs. The Department of State explained funding for automated election audits, a conservation lab, and historic preservation, and said its arts grant changes were intended to standardize scoring rather than cut programs. Transportation highlighted a $15.4 billion total budget, major work program funding, safety initiatives, seaport and aviation investments, and the elimination of Florida Rail Enterprise funding due to reduced documentary stamp revenues. The committee also heard and passed CS/SB 48 by Senator Gates, which requires local governments to allow accessory dwelling units on a voluntary basis, while preserving local authority over setbacks, construction, and permitting. An amendment removed reusable tenant screening reports and clarified that conforming ADUs are allowed by right without separate hearings. The Florida Restaurant and Lodging Association and several industry and business groups supported the bill, citing the need for long-term rental housing for workers. After debate, the committee adopted the amendment and reported the bill favorably by roll call vote.

Transcript Highlights:

• Now, my second concern relates to transportation planning in the Bay Area.
• SB 375's transportation planning provisions.
• SB 375's transportation planning provisions.
• Take Assembly Bill 1282 about transportation.
• The DTSC grant program is supporting more...

Summary: The Assembly Select Committee on Regulatory Authority held its first hearing to examine how California’s regulatory framework affects housing availability and affordability. Chair Pacheco and Assembly Member Haney framed the discussion around the state’s housing shortage, rising costs, and the need to reduce unnecessary delays and burdens while still protecting public health, safety, and environmental goals. The first panel included housing policy experts and industry representatives, who argued that overlapping state and regional rules, complex code requirements, utility delays, and lengthy review processes add substantial cost to new housing. Bill Fulton described California’s land use system as a “big Rubik’s Cube” of competing goals, while CBIA’s Chris Ochoa and Bob Raymer urged more attention to affordability impacts in code adoption and state agency rulemaking. The Bay Area Council’s Louis Marante called for a statewide cost target for housing and stronger accountability for state agencies, citing project review delays, regulatory costs, and indirect impacts from water, stormwater, and transportation policies. State agency witnesses generally defended their roles as balancing housing with other statutory mandates. HCD said its enforcement of housing element law, streamlining statutes, and technical assistance has helped increase production, reduce entitlement times, and approve tens of thousands of homes that might otherwise have faced discretionary review. CARB said SB 375 does not regulate local land use or reduce housing supply, and that sustainable community strategies are planning tools that could support housing if fully implemented. The Coastal Commission said it has worked with local governments to streamline coastal housing approvals, approve density bonus and ADU ordinances, and support legislation to exempt some affordable housing from coastal permits, while still protecting coastal resources and sea-level-rise hazards. The Energy Commission said its building energy standards are required by statute to be cost-effective and save consumers money over time, though they can add some design complexity and upfront cost. Other agencies emphasized collaboration and early engagement as the best way to reduce delays. Fish and Wildlife said its mission is to protect California’s natural diversity and that better early coordination with developers can improve outcomes. DTSC said brownfield cleanup and vapor intrusion review are necessary to protect public health, but that early engagement, workshops, and site-specific approaches can help projects move forward; it also noted grant funding supporting affordable housing on contaminated sites. The Water Board said it uses general orders and basin planning to streamline permitting while meeting federal and state water-quality obligations, and that its infrastructure grants and loans support housing affordability. In response to Assembly Member Haney’s questions, several agencies said they already coordinate across departments, but he pressed for more cross-agency clarity and less siloed decision-making. No votes or formal actions were taken at the hearing.

Transcript Highlights:

• ><c> to</c><00:03:09.519><c> listen</c> Grant these leaders patience to listen Grant these leaders patience
• Roll call granted. &gt;&gt; Roll call requested. Roll call granted.
• ,</c> Department of Transportation, Department of Transportation, and<00:16:48.240><c> others.
• Roll call granted.
• Roll call granted. granted. granted.

Transcript Highlights:

• And referred to the Senate Health, Public Affairs Committee, then Senate Tax, Business, and Transportation
• Introduced by Senator Jaramillo for the Land Grant Committee, an act related to land grants amending
• as a land grant governed pursuant to Chapter 49, Article 1, NMSA 1978.
• Award financial assistance grants.
• An act relating to aviation, creating the Unleaded Aviation Fuel Grant Program.

Transcript Highlights:

• Uh, the grants include, um, uh, They provide grants for firetrucks, protective gear, equipment, and training
• Agency Director of the Texas A&M Transportation Institute, or TTI.
• , ensuring that Texas remains the nation's transit- transportation research leader.
• TTI looks to bolster research capabilities in emerging transportation areas.
• , that's known as the EMPG grant, Emergency Management Grant. performance grant.

Committee: House Appropriations - S/C on Article III