Transcript Highlights:

• the 10 licensed fantasy sports contest operators.
• Chair, Representative, each operator.
• So we have numerous event wagering operators and fantasy sports operators.
• Currently, 14 are in operation.
• , such That's truly required cash reserves to pay for the authorities' operations, such as operating

Committees: House Commerce , House House Commerce Committee of Reference

Transcript Highlights:

• Company that was in the background operating?
• Owned and operated. My name is Denise McCracken.
• daily operations and business governance.
• Have there been specific business operation models, like specific language via operating agreements or
• operating agreement, it will... ...the length and complexity of the operating agreement, the draft operating

Committee: House Joint Committee on Administrative Rules

Summary: The Joint Committee on Administrative Rules met to review Missouri marijuana microbusiness rule amendments, especially 19 CSR 100-1.060 and 19 CSR 100-1.190. The Department of Cannabis Regulation explained that the changes were intended to clarify what it means for a microbusiness to be “owned and operated” by eligible individuals, move compliance review earlier in the application process, and address repeated instances where licenses were later found to be controlled by ineligible or noncompliant parties. The department said it had used stakeholder outreach, town halls, listening sessions, and public comments in drafting the rules, and noted that 25 standalone comments were received during formal rulemaking. Committee members focused heavily on whether the rules were too broad, whether they effectively punished applicants for past agency revocations, and whether the department had clear authority to impose a lifetime ban on people denied or revoked under the ownership-and-operation provisions. Several members argued the language should be narrowed to intentional or egregious violations and better tied to specific conduct rather than prior agency action. Witnesses from the public, including applicants and attorneys, testified that the department’s guidance on “predatory practices” and acceptable ownership structures had been unclear, that some applicants relied on consultant arrangements later deemed problematic, and that similar agreements were treated inconsistently. Others supported stronger enforcement, saying the rules were needed to prevent manipulation of social equity applicants and preserve the constitutional requirements of the program. The committee also discussed training and technical assistance requirements, the five-day document deadline, and whether the department should provide more concrete guidance or model forms. Members raised concerns that the proposed definitions could burden small or first-time business owners and that some applicants might be unfairly penalized despite acting in good faith. No substantive vote on the rule package was taken; instead, the committee voted to adjourn and return on Thursday after working with the department on possible corrections, clarifications, or amendments.

Transcript Highlights:

• So then they were underfunding their operating.
• operating because they had taken from operating to fund his salary in the budget request.
• The 134 is— Operating, the 134 is what OMB established as what was removed in operating and added to
• So are those dollars needed for the operating, or what is the—on page 9, the operating fee says $315.
• They can move between operating and salaries.

Committee: House Appropriations - Human Resources Division

Summary: The committee took up Senate Bill 2025, the Veterans Home/Veterans Affairs budget, and worked through the long sheet line by line. Members discussed base payroll, salary and health insurance increases, FTE pool adjustments, IT rate increases, operating expenses, transportation grants, the PTSD service dog program, salary equity requests, temporary help/intern funding, a Veterans Benefit Specialist FTE, accrued leave, and several one-time or carryover items including the Fisher House, document scanning, and veterans medical transportation. The committee also reviewed proposed policy language that would shift governance authority for the Veterans Home and Department of Veterans Affairs from the Administrative Committee on Veterans Affairs to the governor, and would remove board authority over salary-setting and related hiring powers. A major portion of the meeting focused on clarifying the commissioner salary equity line and how the agency had shifted operating dollars to fund the commissioner’s current salary increase. After discussion with agency staff and Lonnie, the committee voted to remove the separate commissioner salary equity increase line and instead restore operating funding, ultimately setting the operating line at $50,000 above the prior amount rather than fully funding the executive request. The committee also approved funding for the Veterans Benefit Specialist FTE, approved a carryforward/exemption for accrued leave, approved authority to accept $200,000 in federal transportation grant funds, approved the $500,000 transfers related to veterans homelessness, and approved the exemption language for certain federal/state fiscal recovery funds after discussing whether the funds were properly obligated. On the governance amendment, members expressed concern about making a major policy change in an appropriations bill, but also frustration over the board’s salary actions. After debate, the committee adopted the amendment transferring governance authority to the governor by a 7-1 vote. The committee also approved a smaller amount for veteran service officer salary equity than requested, and rejected funding for temporary salaries and an intern. The chair then directed staff to prepare the amended bill for further action, with the committee planning to revisit it once the revised version was ready.

Transcript Highlights:

• Critical roles such as vehicle operators and maintenance specialists keep our operations running smoothly
• But what we do know is that most... ...of these vehicles don't operate on the highways, and they operate
• But what we do know is that most of these vehicles don't operate on the highways, and they operate at
• Where are these going to operate, and how are they going to operate in cities?
• Where are these going to operate, and how are they going to operate in cities and rural areas?

Committee: House Transportation

Transcript Highlights:

• Each route operates on a different frequency.
• So Grand Forks does not operate citywide.
• So that was under the operational statistics.
• So when I look at this operational statistic, operating cost per passenger is $43.53.
• "The CAT Bus operates on a flag-down system.

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:

• operator, third party...
• In terms of operations, it will depend on how much is operational, right?
• What will the operating cost be?
• for will in terms of operation will depend on how much is operational right and so to the extent that
• What will the operating cost be?

Summary: The subcommittee first heard a presentation on ongoing funding for the California Education Learning Lab. The Learning Lab described its intersegmental grant-making work with UC, CSU, and community college faculty, including projects on AI, math alignment, and open educational resources. The administration proposed moving the program’s administrative home from the Governor’s Office of Land Use and Climate Innovation to GovOps and restoring $4 million annually. The Department of Finance supported the proposal as a way to improve coordination, while the LAO recommended rejecting it, arguing the program is difficult to scale, overlaps with existing campus and segment-wide professional development, and could be wound down to save General Fund dollars. Senators split on the issue: some emphasized the program’s role in fostering innovation and cross-segment collaboration, while others questioned its measurable outcomes and whether it addresses problems rooted in K-12 preparation. The item was held open without a vote. The committee then considered funding for the new Office of Civil Rights within GovOps, created to implement AB 715 and SB 48. The proposal sought $3.5 million in 2026-27 and $2.8 million ongoing to staff the office, provide training and technical assistance to local educational agencies, and help track discrimination complaints through the Department of Education’s uniform complaint process. Finance said the office was being stood up administratively, but many positions were still unfilled; the LAO had no concerns and said the proposal simply implements recent legislation. Senators raised concerns about the office’s placement in GovOps, the lack of guidance while the office is not yet operational, the potential duplication with CDE processes, and whether staffing levels and coordinator roles match the volume and type of complaints. The department said it would adjust resources as workload becomes clearer and that first-year goals would include hiring staff, developing materials, and beginning outreach. The item was held open. After public comment and votes on several vote-only items, the committee heard from the Office of Data and Innovation on a request for five positions and $1.25 million in reimbursement authority. ODI said it uses data science, design, and engineering to improve state services, citing work on EBT theft detection and forecasting community water system outages. Finance had no comment, and the LAO supported the reimbursement model. Senators generally praised ODI’s small but high-impact role and asked about privacy safeguards for vendor AI tools; ODI said it uses state guardrails, enterprise contracts, and coordination with CDT to protect data. The item was held open. The Department of Technology then presented on the Middle-Mile Broadband Initiative, reporting progress on the 8,100-mile network, including 423 miles already complete and more than 70% permitted. CDT said it had selected Skyline Technology Solutions as operator and expected about 5,300 miles completed by December 2026, with some miles possibly slipping into 2027. The LAO noted most of the $3.8 billion appropriated has been encumbered, but raised concerns about the new three-party operating structure and long-term sustainability. Senators asked about accountability, the need for a two-year extension of liquidation authority, and whether revenues will cover operating costs. CDT said the extension is a precaution to allow for final reallocations if needed, that CDT retains ultimate responsibility, and that it expects the network to be self-sustaining over time through service revenues and lease arrangements. The department committed to continued reporting through annual reports, advisory committees, and briefings.

Transcript Highlights:

• foot in the door on operations.
• Our Aircraft Operations Division is the only division that currently has our full-time UAS operators.
• Just picked up two of them that are going to be operating our DFR operations down at the Alamo.
• So depending on the equipment that the operator has," "So depending on the equipment that the operator
• And then we also added the Border Security Operations Center and the six Joint Operations Intelligence

Summary: The Select Committee on Homeland and Border Security convened with a quorum, adopted its standard committee rules, and began its interim work on the charge of keeping Texas skies safe. Members introduced staff and emphasized the committee’s focus on drone threats, border security, fuel trafficking, critical infrastructure, and public safety. The chair outlined that the committee would hear invited and public testimony over the interim to evaluate current law and recommend legislative action for the next session. The first invited witness, Dr. Michael McGee, gave extensive testimony on the rapid spread of drone technology and the difficulty of detecting and countering drones across multiple threat tiers. He argued that criminal organizations and hostile actors already use drones for surveillance, smuggling, and attacks, and that Texas now has new federal authority to counter drones but lacks enough trained personnel and statewide capacity. He recommended expanding Texas training pipelines, creating a statewide task force led by DPS, building a shared statewide data picture, pursuing federal and state coordination, and supporting lower-cost sensor development and Texas-based manufacturing. Members questioned him about airport vulnerabilities, critical infrastructure costs, commercial delivery drones, and the need for universal protection against evolving threats. A Texas Department of Public Safety panel then described current drone and counter-drone operations. DPS officials said drones are widely used for crash reconstruction, search and rescue, tactical overwatch, and critical infrastructure monitoring, while counter-UAS capabilities remain limited and layered, with only a small number of officers certified through the FBI’s two-week counter-drone course. They said DPS used federal coordination and grant-funded equipment successfully during FIFA-related events and is developing regional counter-UAS teams, but state law still needs updates on FAA alignment, weapons on drones, critical infrastructure definitions, altitude restrictions, sporting venues, and public education. The panel also described DPS’s drone first responder program, including rooftop-launched drones at the Capitol, the Alamo, and other sites, and said current mitigation authority depends on federal certification, policies, and coordination with FAA and air traffic control; without mitigation authority, officers mainly rely on visual detection and ground teams to locate operators.

Transcript Highlights:

• Each route operates on a different frequency.
• So that was under the operational statistics.
• So when I look at this operational statistic, operating cost per passenger is $43.53.
• So when I look at this operational statistic, operating cost per passenger is $43.53.
• The CAT Bus operates on a flag-down system.

Summary: The committee met as a study subcommittee on fixed-route public transportation and first approved the December 11 minutes. It then heard detailed presentations from transit leaders in Grand Forks, Bismarck/Mandan, and Fargo about their systems, including route structures, paratransit service, ridership trends, fare changes, funding sources, fleet replacement needs, and operational challenges. Grand Forks described Cities Area Transit’s 17 routes, university shuttle service, expanded paratransit coverage, a 2025 fare increase, and rising costs for labor, fuel, parts, and new buses. Bismarck/Mandan’s Bisman Transit outlined its fixed-route and paratransit operations, recent service expansions approved for April 1, fare structure, ridership recovery since COVID, and major funding streams including mill levies, federal grants, and new local sales tax revenue. Fargo’s MATBUS representative emphasized the importance of continued state support for urban fixed-route transit. Members asked extensive questions about cost per ride, fare increases, school transportation, veteran service partnerships, app-based ticketing, local funding formulas, and whether ride-share or microtransit could replace fixed routes. Transit officials said fixed-route service remains essential because it provides reliable capacity, supports jobs and access to services, and preserves federal funding tied to public transit operations. They also said paratransit is costly but necessary for riders with disabilities, and that vehicle and maintenance costs have risen sharply. Minot’s transit superintendent added context on the state’s existing transit aid formula, explaining that it is weighted more toward rural and paratransit providers and that urban fixed-route systems are seeking a separate, dedicated funding source rather than changes to the current formula. The committee also heard public testimony from North Dakota Protection & Advocacy supporting both fixed-route and paratransit service for disabled riders, and from Minot staff on refurbished buses, CDL driver recruitment, and why the agency is not pursuing full electric buses. Near the end, members discussed whether to recommend additional state funding for the four urban fixed-route systems. A motion passed to have Legislative Council prepare a summary of the subcommittee’s activities for inclusion in the Government Finance Committee’s report to Legislative Management. Members then continued discussing possible recommendations, including a separate funding source for urban fixed-route transit and whether the four urban systems should meet to develop a proposed amount.

Transcript Highlights:

• These problems mean that no ADAS vehicle should ever be allowed to operate in any operational design
• Well, there's an operational, thank you for the question, there's an operational apparatus around the
• So instead of thinking remote operations are bad, we need to think that remote operations are good.
• speed, roadway type, weather constraints, time-of-day operations, a communication link to a remote operator
• We are opposed to technologies that replace a human operator, a well-qualified human operator.

Committee: Senate Transportation

Transcript Highlights:

• These problems mean that no ADAS vehicle should ever be allowed to operate in any operational design
• Well, there's an operational, thank you for the question, there's an operational apparatus around the
• So instead of thinking remote operations are bad, we need to think that remote operations are good.
• You know, especially if it comes to the, we're operating in the same space that I operate in as well.
• We are opposed to technologies that replace a human operator, a well-qualified human operator.

Committee: Senate Transportation

Summary: The Senate Transportation Committee held an informational hearing on autonomous vehicle technology in California, focusing on safety, regulation, first responder impacts, and the state’s evolving oversight framework. The chair said the committee would hear all panels before public comment, with witnesses limited to five minutes and public commenters to one minute. The first panel featured an industry representative, a safety academic, and victims/advocates who described sharply different views of AV safety and accountability. Ariel Wolf of the Autonomous Vehicle Industry Association argued that fully autonomous vehicles are distinct from driver-assist systems, said AVs are already reducing crashes and fatalities, and urged clear, uniform standards. Dr. Missy Cummings countered that remote operations and computer-vision failures show the technology still depends on human intervention and can be unsafe, especially when remote assistance is done from abroad. Robert O’Dowd and Dylan Angulo, both tied to Tesla crash cases, described fatal and serious injuries involving Autopilot/Full Self-Driving, criticized limited transparency and data access, and called for stronger disclosure, preservation of crash data, and mandatory fixes or disabling of defective software. Committee members questioned witnesses about data comparing AVs to human drivers, the role of remote operators, liability, and whether California should create clearer standards for the human element behind AV systems. Several members and witnesses discussed the need for “guardrails,” black-box-style data access, and accountability for the remaining crash risk. The hearing then shifted to first responders and road users: a San Francisco Fire Department representative described AVs blocking fire scenes, ambulances, and apparatus access during emergencies and urged a public safety manual override; a San Jose police representative said officers need clear enforcement authority, training, and reliable ways to stop or redirect AVs; a rideshare driver described near-collisions and congestion caused by robo-taxis; and a Teamsters representative opposed proposed heavy-duty AV truck rules as too reliant on manufacturer self-certification and lacking independent validation. In the final panel, DMV and CPUC officials defended California’s regulatory structure. DMV said it has regulated AVs since 2014, has issued multiple rulemakings and permit types, and is developing a fourth package that would add reporting, enforcement tools, emergency-response requirements, and rules for heavy-duty AVs. DMV said it has revoked or suspended permits when needed, including Cruise and Pony.ai actions. CPUC said its authority covers passenger service only, requires safety plans and ongoing reporting, and continues oversight after permits are issued. No votes or formal actions were taken, as the hearing was informational only.

Transcript Highlights:

• :01:45.119><c> must</c> commercial operations return, we must commercial operations return, we must ensure
• You know there's some operate.
• </c> as many operators will need to do. as many operators will need to do.
• </c> hindrance in a lot of these operators hindrance in a lot of these operators who<00:09:52.640><c>
• </c> Lahina Harbor only has a few operators Lahina Harbor only has a few operators because<00:10:45.760

Bills: SB2596 , SB3002 , SB3067

Committee: Senate Water, Land, Culture and the Arts

Summary: The joint committees on Water and Culture and the Arts and on Hawaiian Affairs heard SB 3173, which would create a cultural training pilot program in the Department of Land and Natural Resources, administered by DOBOR, for commercial permit holders operating in Lahaina Harbor. Testimony was largely supportive from Lahaina Strong, which said the bill responds to community concerns and would help commercial operators return with greater cultural understanding and respect. Supporters framed the measure as a way to rebuild Lahaina intentionally and strengthen relationships between industry and community. Opposition came from Trilogy Excursions and the Activities and Attractions Association of Hawaii. They said they already provide or encourage cultural education, but argued the bill as written is too broad, potentially mandatory, and could create hiring and operational problems for businesses trying to restart after the fire. They asked that any program be voluntary, collaborative, and practical, with clearer details on who must take the training, how often it would be offered, and how it would be coordinated. In response to questions, a witness said most operators would likely participate if the training were accessible and well-marketed, but that the harbor’s limited current operations and staggered rebuilding make timing important. After testimony and questions, the chairs said they appreciated the comments but wanted to move the bill forward without amendments because of a filing deadline, noting that timing and other issues could be worked out in later committees with DLNR, OHA, and stakeholders. Both committees then voted to pass SB 3173 unamended, with one member excused in each committee.

Transcript Highlights:

• Well, there's an operational, thank you for the question, there's an operational apparatus around the
• So instead of thinking remote operations are bad, we need to think that remote operations are good.
• and have a remote operator move the vehicle.
• speed, roadway type, weather constraints, time-of-day operations, a communication link to a remote operator
• We are opposed to technologies that replace a human operator, a well-qualified human operator.

Committee: Senate Transportation

Summary: The Senate Transportation Committee held an informational hearing on autonomous vehicle technology in California, with the chair emphasizing that all panel testimony would be heard before public comment. The first panel included an industry representative from AVIA, a George Mason University professor, a Dawn Project representative, and a crash survivor. Testimony sharply divided between supporters who said AVs and driver-assist systems can reduce crashes and create jobs, and critics who argued that current systems are unreliable, rely on unsafe remote assistance, and are being deployed without enough transparency or accountability. Committee members questioned witnesses about safety data, the distinction between Level 2 and Level 4 systems, remote operations, liability, and whether California should adopt more uniform standards and stronger reporting requirements. The second panel focused on first responders and workers. A retired San Francisco Fire Department official described AVs blocking fire scenes, ambulances, and apparatus access, and said remote hotlines have been too slow to resolve incidents, urging a public-safety manual override for police, fire, and paramedics. A San Jose police deputy chief said law enforcement sees AV safety potential but needs clear authority, training, and standardized protocols to handle traffic violations and emergency interactions. A San Francisco rideshare driver described near-collisions, red-light violations, and congestion caused by robotaxis, calling for fines, permit suspensions, and better public access to incident data. A Teamsters representative criticized DMV’s proposed heavy-duty AV rules as too permissive, especially for 80,000-pound autonomous trucks, and argued for independent validation, operational limits, and legislative action if regulators do not act. In the final panel, DMV and CPUC officials described California’s existing AV regulatory framework and defended the state’s oversight. DMV said it has regulated AVs since 2014, has issued multiple rulemakings, and is now developing a fourth package that would expand reporting, strengthen enforcement, and require AVs to respond to emergency geo-fence messages and law enforcement direction. DMV also noted current permit counts and past suspensions and revocations, including Cruise and Pony.ai actions. CPUC began outlining its role in regulating passenger service for hire. No votes were taken; the hearing was informational only, and the committee chair indicated the testimony would inform future policy and legislation.

Transcript Highlights:

• operator, third party...
• We expect this network to, to expect our operating costs to be... ...network to expect our operating
• much is operational, right?
• What will the operating cost be?
• What will the operating cost be?

Transcript Highlights:

• We're operating in several states.
• Operation flow.
• of interest or a prior operator.
• So we would read: 'Operator of Interest means the most recent solvent prior operator of record or any
• The response was that it would apply to the current operator or to an operator interested in drilling

Committee: House Natural Resources & Environment

Transcript Highlights:

• Is going to address the issue of the those wells that have been shifted from operator to operator to
• operator.
• So that's the key, is that you're granted that, but you can't transfer it to the next operator. operator
• But with that said, there's no question, there are still a lot of operators that. operate in this space
• operations, we don't think that's reasonable.

Bills: SB1150 , SB763 , SB1061 , SB1146 , SB1198 , HB279 , HB310

Committee: Senate Natural Resources

Transcript Highlights:

• Chair, Representative, each operator... Each operator.
• So we have numerous event wagering operators and fantasy sports operators.
• betting operators.
• Currently, 14 are in operation.
• betting operators.

Committee: House House Commerce Committee of Reference

Summary: The committee met as the House Commerce Committee of Reference to hear sunset reviews and a performance audit covering the Department of Gaming, the Racing Commission, the Boxing and MMA Commission, the Barbering and Cosmetology Board, and the Arizona Sports and Tourism Authority. The Auditor General reported that the Department of Gaming and the two commissions generally met some statutory duties, but identified major issues: the department had not consistently reviewed independent audit reports for event wagering and fantasy sports operators, had disclosure and conflict-of-interest compliance gaps, lacked comprehensive complaint-handling processes, and was late distributing some compact trust fund payments to tribes. The Racing Commission needed better public records procedures, and the Boxing and MMA Commission had licensing and fee-setting issues. The department and commissions said they agreed with the findings and were implementing recommendations, with the department noting it had already begun look-back reviews, updated guidance, and additional staffing. Members also discussed consumer protection, illegal gambling, prediction markets, and whether out-of-state enforcement actions should affect Arizona licenses; the department said it would evaluate such matters case by case and generally wait for final adjudication or final regulatory action before acting. The committee then voted to recommend continuation of the Department of Gaming for two years until July 1, 2028, the Racing Commission for six years until July 1, 2032, and the Boxing and MMA Commission for six years until July 1, 2032. The Department of Gaming motion passed 7-4, the Racing Commission motion passed 10-1, and the Boxing and MMA Commission motion passed unanimously. The committee next heard the Barbering and Cosmetology Board audit. The Auditor General said the board timely processed many applications and complaints and had adopted curriculum rules, but it failed to enforce disciplinary guidelines consistently, sometimes issuing different sanctions for similar violations without documenting why it deviated from policy. The audit also found problems with reciprocity education requirements, application review quality control, inspections, open meeting and public records compliance, conflict-of-interest processes, fee-setting, and statutory clarity on scope of practice and training requirements. The board said it agreed with the findings, had already updated disciplinary parameters and documentation policies, and was working on the remaining recommendations and possible legislation. The committee then voted to continue the board for six years until July 1, 2032, and the motion passed unanimously. At the end of the meeting, the committee began hearing the Arizona Sports and Tourism Authority performance audit, but the transcript provided cuts off before that presentation was completed or any action was taken.

Transcript Highlights:

• So instead of thinking remote operations are bad, we need to think that remote operations are good.
• speed, roadway type, weather constraints, time-of-day operations, a communication link to a remote operator
• We are opposed to technologies that replace a human operator, a well-qualified human operator.
• Permit to the operating authority.
• Permit to the operating authority.

Summary: The Senate Transportation Committee held an informational hearing on autonomous vehicle technology in California, with testimony from industry, safety advocates, first responders, drivers, and state regulators. The chair framed the hearing as an overview of AV deployment, safety, first responder interactions, and current and future regulation. Witnesses from the AV industry argued that autonomous vehicles can reduce crashes and injuries, create jobs, and support California’s leadership in innovation, while critics and crash survivors described serious safety failures, including phantom braking, inadequate transparency, and crashes involving Tesla’s Autopilot/Full Self-Driving systems. Several witnesses urged stronger disclosure, data preservation, independent safety validation, and clearer accountability for companies deploying these systems. First responder and labor witnesses described operational problems in San Francisco and elsewhere, saying AVs have blocked fire engines, ambulances, and police responses, shut down in emergency scenes, and caused major delays during outages. They asked for faster and more reliable remote support, a public safety manual override, clearer enforcement authority, and limits on deployment in complex conditions. A police chief representative said law enforcement supports innovation but needs standardized protocols, training, and clear statutory authority. A Teamsters representative criticized proposed DMV rules for heavy-duty autonomous trucks, arguing they rely too heavily on manufacturer self-certification and do not impose enough independent safety review or geographic limits. State regulators from the DMV and CPUC defended California’s existing AV framework, saying the state has regulated AVs since 2014 and now has an end-to-end system with permits, reporting requirements, enforcement tools, and first responder coordination. DMV officials said the new rulemaking would add more reporting, address heavy-duty AVs, and require compliance with emergency geofence messages and law enforcement direction. CPUC testimony emphasized that its role is limited to passenger service and ride-hail operations. Committee members asked about crash data, remote operations, liability, response times, and whether California should adopt more uniform standards and stronger guardrails. No votes or formal actions were taken, as the hearing was informational.

Transcript Highlights:

• But the vast majority of the trains that operate in the state of California are operating on privately
• But if you don't have operating dollars to actually do it and operate on it, then there's a question
• But if you don't have operating dollars to actually do it and operate on it, then there's a question
• But if you don't have operating dollars to actually do it and operate on it, then there's a question
• We operate on an open system.

Summary: The Senate Subcommittee on LOSSAN Rail Corridor Resiliency held an informational hearing focused on the corridor’s financial stability, service reliability, governance, capital planning, and long-term resiliency. Chair Lackey opened by criticizing the unfinished SB 1098 report and the underwhelming Transit Transformation Task Force work, arguing that the corridor remains at a crossroads with weak ridership recovery, poor on-time performance, and major capital projects that are not moving quickly enough. Senator Archuleta emphasized safety, maintenance, and the need to avoid state subsidy if ridership and revenues can support service. CalSTA and Caltrans described major state investments and ongoing planning efforts, including $125 million for San Clemente resiliency work, additional leveraged federal and state funds, more than $25 billion in funded projects in the pipeline, and the development of a corridor project database and service-planning tool under SB 1098. Caltrans also reported restoring Surfliner service to 13 weekday round trips between Los Angeles and San Diego, piloting expanded service to Santa Barbara and San Luis Obispo, and reorganizing internally to elevate transit and rail oversight. On zero-emission strategy, officials said hydrogen fuel-cell trains are being procured for longer-distance service while electrification remains the long-term ideal and battery-electric options are being explored for shorter routes. The committee then heard from Metrolink CEO Darren Kettle and Caltrain representative Jason Baker. Metrolink described its shift to “regional passenger rail,” with schedule changes aimed at all-day service, better transfers, and growth in student and weekend ridership, but warned of a fiscal cliff because member agencies now cover most operating costs while fare revenue remains low. Kettle said the agency has not reached consensus among its five county partners on a dedicated revenue solution and warned that service cuts may be unavoidable without new funding. Caltrain reported strong post-electrification ridership gains, improved customer satisfaction, and expanded service, but also warned of a large annual operating deficit that could force reductions in frequency, weekend service, stations, and evening operations if stable funding is not found. Members also discussed public safety, marketing, station placemaking, parking and concession revenue, and hydrogen fuel-cell technology. Senators urged stronger promotion of rail service, safer and cleaner stations, and more ambitious planning to match the state’s investments. No votes or formal actions were taken; the hearing was informational, with officials asked to continue reporting back on SB 1098, San Clemente planning, service performance, and funding solutions.

Transcript Highlights:

• , but efficient operations.
• So AAM is a new and evolving industry, and success depends on operators purchasing and operating eVTOL
• operations begin.
• operations begin.
• So we can't operate unless we have local acceptance. Without infrastructure, we can't operate.

Committee: Senate Transportation

Summary: The Senate Transportation Committee met and first received an update from FDOT on the Sun Trail shared-use nonmotorized trail program. FDOT said the program, created in 2015 and expanded by 2023 legislation, now includes connections to the Florida Wildlife Corridor and received a one-time $200 million appropriation plus increased annual funding. The department reported programming about $180 million of that funding, completing 42 construction projects totaling nearly 95 miles in 21 counties, and installing trail counters and QR-code surveys to measure usage and economic impact. Members expressed support for the program and asked no substantive questions. The committee then heard a presentation on FDOT’s locally administered state transportation funding programs, including SCOP, SCOPM, SCRAP, SIGP, and TRIP. FDOT explained these programs support local roadway resurfacing, bridge repair, drainage, paving unpaved roads, and safety or capacity improvements, with varying state match levels depending on the program and eligibility. FDOT said its adopted five-year work program includes more than $1.4 billion for local transportation improvement projects. A member asked whether toll revenues from Miami-Dade, Broward, and Palm Beach counties fund these programs; FDOT said it would research the funding source and follow up. The committee’s main discussion was a panel on advanced air mobility (AAM), including FDOT and industry representatives from Supernal, Joby, Atlantic Aviation, Hillsborough County Aviation Authority, and Eve Air Mobility. FDOT described its AAM planning work, advisory committee, local government guidebook, and upcoming training, while panelists emphasized Florida’s leadership, the likely use of existing airport and heliport infrastructure first, and the expectation that private investment will fund much of the early vertiport buildout. Members raised concerns about community acceptance, privacy, zoning, airspace congestion, security, and lessons from scooters and drones. Panelists repeatedly stressed a “crawl, walk, run” rollout, local government coordination, multimodal connectivity, and public outreach. No votes were taken, and the committee adjourned after the panel.

Transcript Highlights:

• But the vast majority of the trains that operate in the state of California are operating on privately
• But the vast majority of the trains that operate in the state of California are operating on privately
• But we've only been operating it for a year and a half.
• But again, 75, three quarters of our operating costs But again, 75, three quarters of our operating costs
• We operate on an open system.