Transcript Highlights:

• It refines research responsibilities and will help develop design guidelines for integrating green and
• First of all, right after session, Last year, the first thing that then President Designate sent me was

Bills: SCR5, SCR13, SB3, SB6, SB10, SB12, SB13, SB15, SB17, SB18, SB19, SB24, SB35, SB57, SB65, SB112, SB284, SB290, SB388, SB400, SB402, SB412, SB495, SB499, SB502, SB509, SB621, SB706, SB740, SB815, SB842, SB854, SB875, SB893, SB917, SB974, SB1025, SB1061, SB1073, SB1106, SB1268, SB1281, SB1300, SB1362, SB1379, SB1447, SB1451, SB1555, SB1902, SJR36, SJR12, SCR13, SCR25, SCR5, SCR22, SCR12, SCR24, SB495, SB412, SB10, SB18, SB565, SB372, SB842, SB765, SB62, SB19, SB666, SB707, SB888, SB687, SB706, SB847, SB290, SB13, SB1248, SB740, SB14, SB1006, SB504, SB917, SB925, SB388, SB1902, SB1121, SB995, SB857, SB305, SB296, SB284, SB35, SB6, SB815, SB3, SB1281, SB1379, SB1300, SB1497, SB1499, SB1498, SB1451, SB1061, SB15, SB65, SB241, SB304, SB402, SB499, SB621, SB974, SB1023, SB1024, SB1025, SB1106, SB686, SB112, SB371, SB204, SB400, SB609, SB1447, SB670, SB502, SB427, SB850, SB854, SB413, SB1555, SB1362, SB1346, SB1033, SB1220, SB1073, SB810, SB987, SB1539, SB893, SB447, SB875, SB406, SB509, SB985, SB965, SB17, SB1119, SB1505, SB12, SB24, SB57, SB1194, SB1253, SB1215, SB1532, SB1268, SB1302, SB856, SB650, SB583, SB673, SB840, SJR57, SCR8, SB213, SB681, SB1172, SB1252, SB378, SB610, SB918, SB1343, SB608, SB487, SB955, SB957, SB988, SB990, SB1019, SB1021, SB1120, SB251, SB958, SB535, SB761, SB1, SB541, SB315, SB379, SB1018, SB1737, SB266, SB1415, SB3, SB6, SB15, SB35, SB290, SB706, SB842, SB917, SB1281, SB1451, SB1902, SB12, SB13, SB17, SB19, SB388, SR261, SR265, SR276, SR277, SR281, SR286, SR293, SCR5, SCR13, SB2425, SB2880, SB10, SB12, SB13, SB17, SB18, SB19, SB388, SB412, SB495, SB2425, SB2880

Keywords: SCR 5, Senate Concurrent Resolution 5, Texas School for the Deaf, TSD, Robert Rives, gymnasium naming, building naming, honorary resolution, commemorative resolution, deaf education, hard of hearing, Gallaudet University, alumni hall of fame, football coach, school facility naming, education K-16, State Affairs, Texas Legislature, public school tribute, water rights

Bills: SCR 13, SCR 24, SB 1, SB 12, SB 15, SB 17, SB 24, SB 57, SB 65, SB 213, SB 371, SB 372, SB 378, SB 379, SB 388, SB 400, SB 402, SB 427, SB 495, SB 499, SB 502, SB 509, SB 535, SB 583, SB 610, SB 621, SB 650, SB 706, SB 740, SB 840, SB 854, SB 856, SB 875, SB 893, SB 918, SB 925, SB 974, SB 995, SB 1006, SB 1018, SB 1025, SB 1061, SB 1073, SB 1106, SB 1121, SB 1194, SB 1252, SB 1253, SB 1268, SB 1300, SB 1343, SB 1362, SB 1447, SJR 36, SJR 12, SJR 57, SCR 25, SCR 22, SCR 12, SCR 24, SCR 8, SB 565, SB 372, SB 765, SB 62, SB 666, SB 707, SB 888, SB 687, SB 847, SB 1248, SB 740, SB 14, SB 1006, SB 504, SB 925, SB 1121, SB 995, SB 857, SB 305, SB 296, SB 284, SB 815, SB 1379, SB 1300, SB 1497, SB 1499, SB 1498, SB 1061, SB 65, SB 241, SB 304, SB 402, SB 499, SB 621, SB 974, SB 1023, SB 1024, SB 1025, SB 1106, SB 686, SB 112, SB 371, SB 204, SB 400, SB 609, SB 1447, SB 670, SB 502, SB 427, SB 850, SB 854, SB 413, SB 1555, SB 1362, SB 1346, SB 1033, SB 1220, SB 1073, SB 810, SB 987, SB 1539, SB 893, SB 447, SB 875, SB 406, SB 509, SB 985, SB 965, SB 1119, SB 1505, SB 24, SB 57, SB 1194, SB 1253, SB 1215, SB 1532, SB 1268, SB 1302, SB 856, SB 650, SB 583, SB 673, SB 840, SB 213, SB 681, SB 1172, SB 1252, SB 378, SB 610, SB 918, SB 1343, SB 608, SB 487, SB 955, SB 957, SB 988, SB 990, SB 1019, SB 1021, SB 1120, SB 251, SB 958, SB 535, SB 761, SB 1, SB 541, SB 315, SB 379, SB 1018, SB 1737, SB 266, SB 1415, SB 57, SB 499, SB 974, SB 1025, SB 1061, SB 1268, SR 302, SR 303, SR 304, SR 305, SB 30, SB 1333, SB 1666, SB 30, SB 1333, SB 1666

Keywords: water rights, treaty compliance, Rio Grande, agriculture, drought, international water, Texas water supply, Texas, Israel, trade, investment, partnership, economic ties, technological innovation, bilateral relations, appropriations, budget, state funding, education, healthcare

Bills: HB4440, HJR1067, HJR1087, HB4426, HB3704, HB4311, HB3044, HB4191, HB3465, HB3972, HB3759, HB3625, HB1411, HB2980, HB3015, HB3147, HB3277, HB3323, HB3443, HB3882, HB3406, HB2975, HB3977, HB3263, HB2988, HB3404, HB1770

Keywords: Medicaid, low-income adults, healthcare, eligibility restrictions, constitutional amendment, Medicaid expansion, SoonerCare, health coverage, federal matching funds, FMAP, Article XXV-A, state question, special election, Title 63, public assistance, healthcare funding, federal-state match, Medicaid eligibility, Oklahoma Constitution, ad valorem

Bills: HR19, HR20, HR21, HR22, HR23, HR24, HR25, HR26, HR27, HR28, HR29, HR30, HR31, HR32, HR33, HR34, HR35, HR36, HR37, HR38, HCR15, HCR16, HCR17, HCR18, HB115, HB208, HB465, HB832, HB964, HB965, HB966, HB967, HB968, HB969, HB970, HB971, HB972, HB973, HB974, HB975, HR14, HR15, HR16, HR17, HR18, HCR14, SCR4, SCR7, SCR8, HB362, HB963, HB207, HB300, HB331, HB428, HB464, HB587, HB618, HB629, HB801, HB853, HB891, HB78, HB112, HB148, HB149, HB190, HB221, HB346, HB354, HB355, HB356, HB358, HB384, HB427, HB657, HB675, HB716, HB901

Keywords: HR19, House Resolution 19, Louisiana Nursery and Landscape Association Day, LNLA, nursery industry, landscape industry, horticulture, green industry, environmental stewardship, beautification, sustainability, state capitol, special day resolution, commemoration, trade association, wholesale growers, landscape architects, grounds maintenance, interiorscapers, Louisiana agriculture

Transcript Highlights:

• We've had a change in the bridge design.
• a design.
• Another difference in progressive design-build from traditional design-build is in traditional design
• And so I think it is a substantive change across the design of the program from the bridge out.
• And so I think it is a substantive change across the design of the program from the bridge out.

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:

• We've had a change in the bridge design.
• a design.
• Another difference in progressive design-build from traditional design-build is in traditional design
• In progressive design-build from traditional design-build.
• And so I think it is a substantive change across the design of the program from the bridge out.

Keywords: 904, all

Transcript Highlights:

• His name is Raymond Chuahil, and our design manager on the bridge group is Ben Nahera.
• Bridge design—I am the Design Section Manager. Our role in bridge design is mainly internal design.
• Our bridges require scheduled maintenance to meet their design service life.
• Our life cycle maintenance for bridges built today is designed for a 75-year design cycle.
• Then we'll come up with another design to open the bridge.

Transcript Highlights:

• real life and design when we go to design and construction.
• And while the movable span itself, which is 400 feet of 3,000 feet of bridge, that span can be designed
• They’re designing for massive capacity when fewer people are using this bridge.
• They're designing for massive capacity when fewer people are using this bridge.
• about this bridge, and my understanding is the actual design of the bridge has not even been selected

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

Transcript Highlights:

• Bridges are expensive. for light rail it is essential to build the bridge over the Columbia River right
• design choices.
• on... ...bridges, right?
• And he pointed to two projects, the Center Street Bridge and the Abernathy Bridge.
• level of design.

Keywords: 907, all

Summary: The committee first received an informational update on the Interstate Bridge Replacement Project from Carly Francis and Travis Brower. They described the project’s purpose as improving seismic resilience, safety, freight movement, transit, and bicycle/pedestrian access across the Columbia River, and said the updated cost estimate is $13.2 billion to $14.4 billion for the full corridor. They explained the increase from the 2022 estimate as driven by construction inflation, a more conservative inflation curve, schedule delays, more detailed engineering, and risk modeling. They also outlined the funding plan, including $2.1 billion in federal funds, $1 billion each from Oregon and Washington, and $1.5 billion in projected toll revenue, and said they are working to obligate federal funds by the end of September. The panel described a first funded phase that would include the bridge, highway connections, tolling infrastructure, bridge removal, and transit design, with light rail to Vancouver still intended but dependent on additional funding. Members questioned the risk of losing federal transit funds, whether bridge design decisions were being made with legislative input, and whether the space reserved for light rail could be used for buses if transit funding does not materialize. The committee then heard testimony on maintaining Oregon’s existing roads and bridges from representatives of Knife River, the Asphalt Pavement Association of Oregon, and CRH. Witnesses said pavement and bridge preservation is severely underfunded, with ODOT needing about $400 million per year for pavement preservation but receiving roughly $100 million annually. They showed examples of deteriorating highways such as U.S. 97 and I-84 and argued that delaying maintenance leads to much higher reconstruction costs, more safety risks, and higher user costs. Knife River described layoffs and reduced work in Oregon because of limited preservation funding, while witnesses also said rising wages, equipment costs, fuel, and permitting delays are increasing project costs. Committee members asked about the role of prevailing wage, diesel equipment, hauling distances, and whether preservation work could be prioritized more effectively. Finally, economist Joe Cortright presented on recent ODOT megaproject cost overruns. He said Oregon has experienced persistent overruns driven by overly optimistic revenue forecasts, heavy reliance on debt, consultant costs, inflation above forecast, and projects that have become much larger in scope than originally presented. He cited major increases in the Interstate Bridge, Rose Quarter, and Abernathy Bridge projects and argued that some designs are far wider and more expensive than necessary. Cortright said better accountability, clearer priorities, and more disciplined project sizing are needed, and committee members pressed him on why agencies proceed with larger designs even when consultants recommend narrower, less expensive alternatives.

Transcript Highlights:

• the bridge.
• Citizens rejected massive DOT bridge designs and are currently building immersed tunnels.
• The IBR plans to request design-build bridge proposals.
• The IBR plans to request design-build bridge proposals.
• In Portland, we have six bridges older than the 1917 bridge. We have 12 older than the 1915 bridge.

Summary: The Joint Oregon-Washington Legislative Action Committee met for a work session and public hearing on the Interstate 5 bridge replacement program. Program staff outlined major milestones, including the recent biological opinion, the Coast Guard’s opening of a public comment period on the Navigation Impact Report, expected decisions in early 2026 on navigational clearance and the final supplemental environmental impact statement, and a possible amended record of decision in 2026. They also discussed the Bridge Investment Program grant amendment deadline, the need for an initial finance plan, and ongoing community outreach and contractor engagement. Greg Johnson announced he was stepping down as program administrator, and Carly Francis introduced herself as interim administrator. A large portion of the meeting focused on design and cost questions. Staff said the program is studying fixed and movable spans, single- and double-deck configurations, and one versus two auxiliary lanes, with final recommendations to be made through the federal environmental process. They said the Coast Guard’s decision is central to what bridge configuration is permittable and to the timing of the updated cost estimate, which has not yet been released. Members pressed for more detail on cost drivers, potential impacts to businesses upriver, and whether the states would need to seek additional funding. Staff said they had reached agreements with four impacted river users, but the underlying evaluation materials are protected and not publicly releasable. The committee also reviewed transit-related questions. Staff explained that light rail remains part of the modified locally preferred alternative and that ridership and operations estimates are being updated using federal modeling methods. They said projected opening-day transit operations and maintenance costs have dropped from an earlier estimate of $21.8 million to about $10.3 million annually because the current model assumes lower frequency, with Oregon and Washington shares split by geography and fare recovery. Members raised concerns about TriMet’s financial stability and the need for a funding plan by fall 2027, ahead of a planned federal transit funding application in fall 2028. During public testimony, several speakers criticized the delay in releasing a new cost estimate and argued the project scope should be reduced if costs continue to rise. Testifiers from City Observatory and the Just Crossing Alliance said the project appears to be avoiding bad news, urged the committee to consider scope reductions, and questioned whether the active transportation and freeway components align with the project’s core purpose. The meeting ended with thanks to Johnson for his service and a transition to public hearing testimony.

Transcript Highlights:

• I've got Luis Bazan with the Far International Bridge. He's the bridge director. Please come up.
• The bridge is responsible for $47 billion in global trade and is the number one The bridge is the third-largest
• This gives FARR the same regulation as adjacent bridges.
• This gives FARR the same regulation as adjacent bridges.
• This gives FARR the same regulation as adjacent bridges.

Summary: The Senate Transportation Committee heard a series of mostly local transportation and memorial designation bills. Several measures would rename highway segments in honor of fallen service members or public servants, including HB 2026 (Gary C. Johnston memorial highways in Archer County), HB 4429 (McIlroy Family Memorial Highway in Blanco and Burnet counties), SB 3062 (Hamby-Webb Memorial Highway in Panola County), HB 3510 (Sergeant Mark Butler Memorial Highway in Brazos County), and HB 3986 (Corporal Speedy Espiriueta Memorial Highway in Mission). The committee also heard HB 2560, which would create an optional county-road “adopt-a-road” style program allowing donations for county road repair and maintenance. Two bills drew more substantive policy discussion. HB 2427 and HB 2455 concerned oversized/overweight freight corridors and permit authority in Hidalgo County tied to cross-border trade near the FARR International Bridge. Supporters, including the bridge director, said the measures would correct prior road descriptions, put existing TxDOT actions into statute, improve truck routing, and support trade and bridge expansion. The committee substitute for HB 2427 also removed Roma permit language, barred certain hazardous-material permits, raised permit fees, required local cost responsibility for road maintenance, and made the bill contingent on SB 2949. HB 5436 would allow licensed automotive recyclers to buy certain older, long-unregistered vehicles for dismantling or scrap without a title, with reporting, lienholder notice, and anti-theft safeguards; recyclers and dealers supported it as a way to curb illegal untitled-vehicle sales and VIN cloning. HB 3966, authored by Sen. Alvarado, was the most contested bill. It would require commercial passenger bus companies to mail advance notice to residents within one mile before opening a new stop or terminal. Alvarado said the bill responded to the relocation of a Greyhound terminal into a Houston neighborhood without notice and to resulting crime and nuisance concerns. Greyhound opposed the bill, arguing the notice requirement would be burdensome and could delay emergency relocations during hurricanes, flooding, or lease changes. After testimony, the committee voted to report most bills favorably, with HB 3966 passing on a 5-2 vote; the other reported bills passed unanimously. Several bills were also placed on the local and uncontested calendar, and the committee recessed to the call of the chair.

Transcript Highlights:

• kind of three main ones: bridge rehabilitation, bridge painting, and bridge replacements.
• of the bridges and number of bridges in that age category.
• Bridge.
• I'm responsible for statewide bridge inspection, bridge design, policy, and bridge asset management.
• Bridge...

Summary: The committee received a detailed staff presentation on Washington State Ferries’ capital needs, current fleet status, and long-range funding outlook. Staff described the current service pattern, ridership recovery since the pandemic, the aging fleet, and the state’s plan to add three new hybrid-electric Olympic-class vessels under the 2025 budget, with delivery expected around 2030-2032. Members also heard that the fleet is operating with no reserve vessel, that preservation time is below the desired level, and that terminal electrification and vessel conversion plans face timing, cost, and procurement risks. Questions focused on ridership trends, biofuel supply, design-risk allocation in vessel contracts, sequencing of terminal electrification with new vessel delivery, and the cost and feasibility of restoring international Sidney service, which would require a SOLAS-certified vessel. Staff then outlined ferry capital funding, saying recent spending and programmed needs are far above regular ferry-specific revenues and that the system relies on a mix of dedicated accounts, transportation package money, federal grants, and transfers. They said the near-term budget is balanced through 2027-29, but the longer-term capital outlook shows a shortfall of roughly $250 million to $300 million per biennium, with broader unmet needs much higher. The presentation estimated costs for future vessels, life extensions, terminal electrification, and additional Jumbo Mark II conversions, and noted that the current enacted plan does not fully fund fleet replacement, full electrification, or life extension of older vessels. Members asked for follow-up information on terminal seismic/environmental issues, contract options for additional vessels, and the timing and cost of alternative vessel designs. The committee then shifted to WSDOT maintenance and preservation. Pascoe Focktich described maintenance operations, including winter response, guardrail repair, facilities, equipment, and the effects of underfunding and inflation. He said most of the maintenance budget is fixed cost and labor, that material prices have risen sharply, and that many facilities are in poor condition with asbestos issues and deferred upkeep. He also noted growing guardrail damage, increasing pavement claims, and the burden of maintaining aging bridges and facilities. Members asked about prior planning for these needs, the role of asbestos, and whether more proactive sequencing could help budget decisions. Troy Suing then presented the highway preservation program, saying WSDOT is in the early stages of critical failure and has stretched preservation dollars as far as possible. He explained the distinction between pavement, bridge, and other highway asset preservation, said the department is largely reactive, and estimated that delaying work can make it three to five times more expensive later. He said about 40% of roadways are currently due or overdue for preservation, bridge conditions are nearing the federal poor-bridge threshold, and the department’s 10-year preservation need is about $8 billion. Members asked about the cost of deferring work, whether the department could do more if funded, how priorities are set, and whether other states face similar problems. Finally, Evan Grimm and Mike Fay briefed the committee on bridge strikes by overheight vehicles. They described recent incidents on I-90 near Cle Elum and SR 410 near White River, the damage and closures caused, and possible countermeasures such as public outreach, improved trip-planning tools, and a pilot warning system with sensors and flashing beacons. Fay explained the state’s financial recovery process for third-party damage, saying WSDOT recovers roughly $20 million per biennium and about 78% to 80% of billed damages, with money going to the motor vehicle fund. Members asked about prevention, insurance recovery, and whether the state uses claim data to inform future design or safety changes.

Transcript Highlights:

• city bridges. city bridges.
• <00:18:34.960> and<00:18:35.200> bridge bridge inventories and road and bridge bridge
• So, Spence bridge and the Cairo bridge.
• Bridge project.
• Bridge project. Um specifically, what Bridge project.

Keywords: 958, all

Summary: The Transportation Committee met to review the Transportation Cabinet’s budget request and the recommended highway plan; no votes were taken. Secretary Jim Gray opened with praise for KYTC snow and ice crews, describing their response to recent winter storms and noting the scale of the effort, including about 2,300 workers, 1,438 pieces of equipment, and more than 948,000 miles driven in the first week. He then outlined the cabinet’s overall highway plan, saying it includes more than 1,300 projects and about $9.5 billion in anticipated state and federal funding over six years, with roughly 40% directed to existing pavements, bridges, and guardrails. He highlighted major priority projects such as the Mountain Parkway four-laning, the Brent Spence Companion Bridge, and the I-69 Ohio River crossing. Budget director Sean McCarron explained that the cabinet adjusted its request after the Consensus Forecast Group lowered road fund revenue estimates, and said the cabinet only included additional requests it viewed as essential. He described requests to support driver licensing regional offices, including funding to maintain temporary and contract staff used to reduce wait times, expand offices from 35 to 41 locations, and support improved customer service; he warned that without the current-year increase, wait times would rise again. He also discussed maintenance funding, saying the proposed increases would help cover rising costs for salt, snow and ice drivers, and mowing, while allowing continued litter pickup, vegetation management, pothole repair, and more in-house snow and ice work. Deputy Secretary Mike Hancock addressed specific capital questions, especially the Brent Spence Bridge and Cairo Bridge. For Brent Spence, he said the requested $125 million in general funds is needed because construction costs have risen sharply, citing a 61% increase in highway construction costs from 2020 to 2025, and said Kentucky and Ohio are both contributing to keep the project moving. He added that if the legislature does not provide the $125 million, KYTC would have to shift $100 million in federal highway funds and $25 million in state match from other projects. Hancock also reviewed several project reauthorizations for maintenance facilities and aviation projects, and noted a $5 million federally funded truck parking project aimed at addressing statewide truck parking shortages, especially along interstates and in areas such as Louisville, northern Kentucky, Frankfort, Somerset, and western Kentucky.

Transcript Highlights:

• the bridge?
• design.
• And bridges.
• And there's five bridges. These are all movable bridges. These are very complex bridges.
• You highlighted the Carbonado Bridge, also the work in Enumclaw, the bridge there. ...that had a bridge

Summary: The Senate Transportation Committee devoted its meeting to a presentation from Troy Suing of the Department of Transportation on state highway preservation needs. Suing said DOT is a leader in asset planning, but that current funding is not enough to keep up with the condition of highways, bridges, and other assets. He distinguished operations and maintenance from preservation, and described the preservation program’s main parts: pavements, bridges, and other highway facilities such as slopes, rest areas, signal systems, retaining walls, and culverts. Suing reported that about 40% of state roads are already overdue for preservation and that, with current funding, as much as 85% could need preservation within 10 years. He said there are more than 7,900 lane miles currently due, and that delaying work past the “lowest life cycle zone” increases risk and can cost three to five times more later. For bridges, he said the state has about 3,400 bridges, an average age of 52 years, and roughly 10% are over 80 years old; the share of bridges in poor condition is about 9.9%, near the federal threshold that could trigger more federal oversight. He also highlighted culvert failures, including one on SR-510, and the closed Carbon River Bridge on SR-165 as examples of how deferred preservation can lead to closures and community disruption. Committee members questioned the comparison to national asset management leadership, liability risk as roads deteriorate, the cost and regulatory burden of bridge projects, and whether DOT is relying more on its own crews for bridge work because of cost and urgency. Suing said the department is underfunded to fully implement its asset plans and is forced to focus on risk, emergent needs, and the most critical bridge work first. He said DOT’s 2026 supplemental budget identified preservation as one of five unfunded critical priorities and estimated a 10-year preservation need of $8 billion to address the backlog and become proactive again. Members discussed whether targeted funding in the next biennium could help move the state back toward the “green zone,” and the chair closed by emphasizing the real-world impacts of bridge and road failures and the need for legislative action.

Transcript Highlights:

• Chairman, members, Senate Bill 50 by Senator Fesi designates the Bascoal Bridge connected to Louisiana
• Chairman, members, Senate Bill 50 by Senator Fessie designates the Bascoal Bridge connected to Louisiana
• Senator Fesi designates the Basque Bridge connected to Louisiana Highway 315, known as the Bayou DeLarge
• Memorial Bridge. Thank you, Ms. Champagne.
• a Roy Chaffin Bayou Buggy Memorial Bridge.

Summary: The House Transportation Committee met on Monday, April 27, and took up a series of Senate bills and resolutions, most of them memorial highway designations or prestige license plate measures. The committee first adopted amendments and reported Senate Bill 122, which directs the Department of Transportation and Development to plan, maintain, and report on bridge conditions statewide, with a focus on proactive bridge maintenance and public reporting. Members also reported favorably SCR 6 supporting an LNG facility at Port Fourchon, SCR 18 directing a study of commercial driver licensing privileges compared with neighboring states, and SB 50 naming the Bayou DeLarge Basque Bridge as the Elwood T. Brady Jr. Memorial Bridge. The committee then approved several memorial and honorary measures, including SB 70 for Officer Mark Brock Memorial Highway, SB 96 creating a Fallen Heroes prestige license plate, SB 460 naming a highway for Hayden Lane Mangum, SB 24 designating Interstate 49 as the Senator J. Bennett Johnston Jr. Memorial Highway, SB 101 naming highways for Daniel Edward Didillo and Bill Blue Evans, SB 160 naming the Speaker Joe R. Salter Memorial Highway, SB 418 naming the Dick and Jacques Schuford Memorial Highway, SB 114 creating a prestige plate for the Foundation for Moral Law, SB 103 and SB 159 naming Franklin Parish highways, SB 412 naming a portion of Highway 13 for Roy Chaffin, SB 182 naming a highway for Mayor Billy Cobb, SB 104 naming the Ernest J. Gaines Memorial Highway, and SB 2 naming the Falcons Band Highway. Most of these items were reported favorably without objection after brief testimony from authors, family members, or supporters. One measure drew more discussion: SB 19, which changes the name and design of the state employee retired prestige license plate and redirects proceeds to a private nonprofit associated with retired state employees. Representative Schlegelhorn objected, but after testimony that the organization is a tax-exempt nonprofit funding scholarships and that no money had previously gone to LASERS from the plate, the committee adopted a motion to report the bill favorably by a 13-1 vote. The committee also adopted amendments to HCR 69, which urges DOTD to improve Interstate 12 in Livingston Parish with attention to drainage, flood risk, and evacuation resilience, and then reported it favorably. HCR 63, creating a task force to study whether certain active-duty military personnel can operate federally owned vehicles on state highways without civilian licenses, was also reported favorably. The meeting ended after the agenda was cleared and a motion to adjourn was made.

Transcript Highlights:

• the roads and bridges will have to change.
• Under current designs, if we put this new loading on them, they're not designed to that standard, and
• What is the weight you currently design them for? Surely you got a little... design them for.
• That's what our roads are designed to.
• Mobile County engineering, but as far as pavement design goes, you design for an 8-year service life

Bills: SB46

Keywords: 1136, house, all

Transcript Highlights:

• bridge owner.
• bridge owner.
• , bridge, bridge.
• , bridge, bridge, >> Miss<00:14:32.959> Blit.
• . bridge. bridge.

Keywords: 1187, senate, all

Transcript Highlights:

• HB4429 honors the McElroy family by designating. a portion of U.S.
• The bridge director is here. Please come up.
• The bridge is currently operating at maximum capacity.
• to the International Bridges.
• This gives FAR the same regulation as adjacent bridges.

Bills: HB2026, HB2427, HB2455, HB2560, HB3510, HB3966, HB3986, HB4429, HB5436, SB3062

Keywords: memorial highway, U.S. Army, U.S. Marine Corps, Archer County, highway designation, vehicle weight, ports of entry, Texas Transportation Code, truck regulations, load limits, Adopt-a-County Road, funding, road maintenance, county partnership, public recognition, memorial designation, highway, Sergeant Mark Butler, transportation, Brazos County

Transcript Highlights:

• Star Bridge, Camargo Bridge, I think in our conversation you said that we had American drivers coming
• The bridges on the Mexican side are operated by third-party vendors, and each bridge has a different
• The Vale family on that private bridge, do you operate the bridge itself or do you lease it?
• Yeah, they are the ones that operate the bridge. No, no bridge. I'm talking about the bridge.
• other international bridge crossings, or purposely traveling to another international bridge.

Bills: SB2199, SB2200, SB2201, SB2949, SB2332

Keywords: overweight vehicle, vehicle weight limits, hazardous materials, hazmat, cargo tank, fuel transport, trucking, commercial vehicle, Transportation Code, criminal penalty, second-degree felony, loading violation, truck weight, axle weight, gross weight, public safety, commercial carrier, Texas, commercial truck, truck route

Transcript Highlights:

• <00:02:36.120> a probably walked across that bridge a probably walked across that bridge a
• <00:04:03.879> in permanent solution uh to this bridge in permanent solution uh to this bridge
• <00:08:22.639> from our mission to stop this bridge from our mission to stop this bridge from
• Bridge Parkway bridge<00:13:40.560> have<00:13:40.720> put<00:13:40.880> up<00:13
• > uh Florida the Sunshine uh Skyway Bridge uh Florida the Sunshine uh Skyway Bridge uh had<00:

Keywords: 1187, senate, all