Transcript Highlights:

• The Active Transportation Plan is not at the... And that's really what audits are for.
• The Active Transportation Plan is not at the...
• The Active Transportation Plan is not itself a budget, and so auditing that to ensure state funds are
• Plan is.
• plan.

Committee: House Joint Legislative Audit

Keywords: 988, house, all

Transcript Highlights:

• , also known as the SHSMP, rather than the Transportation Asset Management Plan, also known as... ...
• rather than the Transportation Asset Management Plan, also known as TAMP.
• It simply ensures wildlife connectivity is evaluated as part of the transportation planning process and
• SB 1250 would add wildlife connectivity to the transportation asset management plan, which would change
• SB 1250 would add wildlife connectivity to the transportation asset management plan, which would change

Committee: House Transportation

Keywords: 988, house, all

Transcript Highlights:

• </c> the money available for transportation. the money available for transportation.
• </c> reimburse them for the transportation. reimburse them for the transportation.
• what transportation contrasted with what transportation costs. costs. costs.
• That turnaround plan turnaround plan.
• </c> in those turnaround plans. in those turnaround plans.

Committee: House Education Funding

Keywords: 1189, house, all

Transcript Highlights:

• a supply chain, and part of that is transportation.
• Obviously, you've got your transportation corridors that are happening for your transportation network
• So now regarding the emergency response plans, as...
• I'm not aware of our plans to do something like that.
• And since that time, in terms of your plans, emergency plan..."

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:

• It's about transportation.
• And then finally, transportation is our other one.
• I don't know if that's part of the work plan.
• Is that already online, Next Step Plans? Okay.
• I believe 90-day plans—we still do 90-day plans. Is that correct? Okay.

Transcript Highlights:

• We plan on actually doing a review of that as soon as we're done with the business plan.
• business plan that the board approves...
• So this is chairs of the Assembly and Transportation and Senate Transportation Committee and the Governor
• So this is chairs of the assembly and transportation and Senate Transportation Committee and the government
• So this is chairs of the Assembly and Transportation and Senate Transportation Committee and the Governor's

Keywords: 988, house, all

Transcript Highlights:

• That requires the year project was added to the statewide multimodal transportation plan.
• plan and investment priority areas established in the highway investment plan.
• plan.
• plan and investment priority areas established in the highway investment plan.
• Assess project decisions against statewide multimodal transportation plan priorities and assess and analyze

Committee: Senate Transportation

Keywords: 1187, senate, all

Transcript Highlights:

• That's the plan.
• That's the plan. And when we were looking at, you know, sort of, document, that's the plan.
• So what’s the plan?
• There’s nothing planned five, 10 years.
• And they told this committee, or excuse me, the Joint Transportation Committee and the Oregon Transportation

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:

• </c> Minnesota Transportation Alliance. Minnesota Transportation Alliance.
• This<00:53:26.200><c> plan</c><00:53:27.040><c> uh</c> This plan uh This plan uh includes<00:53:28.040
• It's often referred to as a river crossing, but it's a regional transportation plan.
• </c> transportation plan. transportation plan.
• <01:24:27.760><c> plan</c> transportation plan transportation plan not<01:24:28.840><c> only</c><01:24

Committee: Senate Transportation

Keywords: 1187, senate, all

Transcript Highlights:

• We at WSU in the Freight Policy Transportation Institute have had a lot of experience modeling this transportation
• It's better than transporting by rail. Is that correct? It's better than transporting by rail.
• What we have taken into account in our plan, We don't have that in our plan. No.
• So it gives the lowest cost transportation.
• have transportation benefit districts.

Committee: Joint Joint Transportation Committee

Summary: The committee first heard an update on the Joint Transportation Committee study of transportation impacts if the Lower Snake River dams were removed. WSDOT and Jacobs described the study’s phases, including current work on geology, infrastructure risk, and a total logistics cost model. They explained that the study is examining how freight now moved by barge—especially wheat, fertilizer, and wood—could shift to rail and roads, and they outlined several scenarios ranging from no-dam future conditions to new unit-train terminals, short-line rail options, and a combined “many solutions” scenario. Members asked about irrigation, impacts in Idaho and Oregon, port capacity, emissions, competition, EV trucks, and whether the model could estimate transportation effects if grain volumes decline. The presenters said the study assumes current production levels continue, does not model irrigation changes or broader farm-economics impacts, but does account for transloading costs and can estimate transportation impacts under different volume assumptions. WSU’s independent review team said the model has improved substantially but still needed refinement, especially in routing, road data, and spatial detail, and that stakeholder engagement had been strong though delayed by model development. No votes were taken. The committee then received a presentation on the alternative sidewalk funding study. Staff and consultants said the study is exploring ways local governments could sustainably fund sidewalk maintenance, repair, and new construction, using a statewide survey, interviews, national research, and case studies in eight jurisdictions. They noted sidewalks are important for pedestrian safety and connectivity, but there is no dedicated funding source in Washington, and existing grants and local revenue tools are highly competitive or limited. The consultants highlighted sidewalk fees or utility-style charges as the most promising option to study, while a parcel tax was largely set aside because of state property-tax uniformity concerns. Members asked whether the study would duplicate existing funding or add to current taxes, and how a sidewalk fee would be collected; the consultants said the goal is to expand local options, not mandate adoption, and that fees would likely be billed through utilities rather than property taxes. A preliminary draft report is due December 15, with a final report due in mid-June. Next, staff gave a brief update on the ocean-going vessels study, which is examining shore power and emissions rules for vessels at berth. The presenter explained that federal Clean Air Act rules and California waiver authority create legal limits on how far Washington can go if it wants to adopt similar standards, and that deviations from California’s approach can increase litigation risk. The report will summarize stakeholder outreach and will be presented in draft form at the next JTC meeting. Finally, county engineers from Chelan and Douglas counties began a presentation on county transportation challenges, with the association’s director emphasizing collaboration with state agencies and local partners on issues such as fish passage barriers and infrastructure needs. The county presentation was only beginning when the transcript ended, and no committee action or votes were recorded.

Transcript Highlights:

• You can see the Risk Management Funds Program and for transportation fees, which you can see the Transportation
• Lastly, we have our Transportation Services Division.
• And then on the transportation services, I mean, And then on the transportation services, I mean, the
• Chair, I'm going to refer to our transportation director.
• Improvement Plan.

Committee: Senate Senate Finance

Keywords: 996, all

Transcript Highlights:

• </c> Minnesota Department of Transportation Minnesota Department of Transportation to<00:34:46.839><c
• </c><00:37:07.000><c> major</c> Department of Transportation major Department of Transportation major
• </c> costs that are planned and planned costs that are planned and planned through through through 2030
• </c><00:47:07.160><c> in</c> County began developing this plan in County began developing this plan in
• We have transportation outlined.

Committee: House Transportation Finance and Policy

Keywords: 1183, house

Transcript Highlights:

• It's part of the transition plan and the transportation fuels assessment.
• fuels assessment or in the transportation fuels transition plan.
• So I did feel like the transportation fuels transition plan, it actually read to me like less than I
• I feel like two years ago, we said to you, hey, will you go make a transportation fuels transition plan
• For me, each one of these reports, whether it was the first assessment, now the transportation plan,

Summary: The Assembly Committee on Utilities and Energy held a hearing on the impact of the Iran conflict and global oil supply disruption on California fuel markets. Committee members and administration witnesses from the California Energy Commission and the Division of Petroleum Market Oversight described California’s heavy reliance on imported crude and refined products, the state’s shrinking refining base, current inventory levels, and how global supply tightness is affecting gasoline, diesel, and jet fuel prices. CEC officials said near-term supply looked adequate for roughly the next six weeks, but warned that continued disruption would likely raise prices further and increase competition for imports. DPMO said the conflict is a real supply shock, but also emphasized a separate, longstanding problem of unusually high California retail gasoline prices, especially among major branded stations. Witnesses and members debated the causes of high prices and the state’s longer-term fuel strategy. Professor Severin Borenstein argued that much of the price gap beyond taxes and environmental costs comes from a “mystery gasoline surcharge” downstream of refineries, while also noting that California’s shrinking number of refineries creates market-power and supply-resilience concerns. Western States Petroleum Association CEO Jody Mueller argued that state policies have weakened California’s refining system and made it more vulnerable to global shocks, urging the state to protect remaining refining capacity and improve infrastructure for imports. United Steelworkers Local 675 Vice President Norman Rogers stressed the need for safe, reliable refinery operations and adequate staffing. Several members pressed witnesses on whether California should rely more on imports, how to manage inventories and port/storage capacity, and whether the state needs clearer authority and better data collection to coordinate fuel policy. Discussion also covered branded versus unbranded gasoline pricing, the role of California fuel specifications, and whether a floating gas tax or other policy tools could buffer consumers from global price spikes. No formal votes or committee actions were taken during the hearing.

Transcript Highlights:

• They've made plans, they've made commitments, etc.
• Transportation is second to wildfires.
• It's our intent that the overall expenditure plan includes that. Thank you very much.
• Sustainable Transportation Equity Project.
• Transportation is critical.

Keywords: 988, house, all

Transcript Highlights:

• Friedman for legislation to authorize the Massachusetts Department of Transportation to take easements
• It has been referred, on suspension of Joint Rule 12, to the Committee on Transportation.
• The Committee on Transportation. Question is on concurrence. All those in favor say aye.
• We include site plan review in this bill, to codify and establish site plan review for our communities
• And importantly, it introduces site plan review and land use board training.

Summary: The House adopted a resolution congratulating Fire Chief Timothy Clancy on his retirement from the Whitman Fire Department after suspending the rules. It also concurred with a Senate petition authorizing MassDOT to take easements over certain land in Woburn and Burlington, and then gave final passage to several local bills, including measures on culverts and dams, alcohol licenses in Milford, Salem, and Bridgewater, and firefighter civil service eligibility in Arlington. The chamber then took up several bills on second reading and third reading, including a Norton land parcel bill, a Watertown property tax classification bill for fiscal year 2027 and subsequent years, and a transportation bond bill. In each case, the House suspended Rule 7A, adopted the Ways and Means amendments, and ordered the bills to a third reading or passed them to be engrossed. The transportation bond bill was substituted for a broader bonds bill and advanced as amended. The main debate centered on House 5562, the economic development bond bill. Representative Viola described it as a $425.1 million package supporting applied AI and quantum, defense, robotics, ag tech, downtown revitalization, housing, higher education bridge funding, and business climate changes such as lower LLC fees, a CPA licensing pathway, nurse licensing changes, film tax credit adjustments, internship incentives, and food truck inspection reforms. Representative Haggerty and Representative Kazner spoke in support, emphasizing housing production, site plan review, land use board training, commercial conversion, faith-based housing, and local control. The House adopted Consolidated Amendment A by roll call 142-5, with a second consolidated amendment then made available; the bill remained under consideration at the end of the transcript.

Transcript Highlights:

• c> always</c><00:04:05.120><c> quick</c> transportation cabinet is always quick transportation cabinet
• </c> the transportation budget uh Mr. the transportation budget uh Mr.
• Uh again, transportation cabinet.
• </c> Fiscal Management at the Transportation Fiscal Management at the Transportation Cabinet.<00:21:16.480
• And it Transportation Officers.

Keywords: 00:01 Call to Order and Roll Call 00:47 Maintenance 12:40 Approval of Minutes 12:55 Vehicle Regulation 21:08 General Admin and Highways 34:11 Adjournment, 958, all

Summary: The House Budget Review Subcommittee on Transportation met without a quorum at first, then later approved the minutes once quorum was established. The committee heard presentations from Transportation Cabinet officials Mike Hancock, Jeremy Slinker, and Sean McCarnieran on maintenance, vehicle regulation, general administration, highways, and related capital projects. Hancock emphasized that maintenance is the cabinet’s most visible public service, especially for snow and ice removal and routine roadway upkeep, and said rising costs have outpaced funding. He cited a 61% increase in highway construction costs since 2020 and said maintenance spending was $488 million in FY 2024 and $511 million in FY 2025, while the FY 2026 baseline request was $483.3 million. The cabinet’s additional maintenance request would add $23.6 million in FY 2027 and $38.6 million in FY 2028, with expected impacts on litter pickup, mowing, vegetation management, and pothole repair if not funded. The cabinet also outlined five maintenance-related capital projects: additional funding for Ballard County maintenance/salt storage, Hopkins County maintenance/salt storage, Whitley County maintenance/salt structure, and the District 2 office and materials lab, plus reauthorization of the Breckinridge County maintenance and salt facility. Hancock also asked for budget language allowing the cabinet to use unexpected restricted and federal funds more quickly, similar to existing authority for federal earmarks. McCarnieran described the governor’s inclusion of funding for the ASHTOWare system, employee health exams, priority IT projects, and a District 7 office renovation request, noting that some items were not funded because they ranked low among competing projects. He also said the governor’s budget included a $7.5 million annual maintenance pool for the cabinet’s 1,200 facilities and requested additional restricted fund authority for Trimark and the Cumberland Gap Tunnel. Slinker focused on the Department of Vehicle Regulation, saying recent investments in staffing and equipment had reduced wait times and improved customer service in driver licensing offices. He requested $535,600 to keep temporary contract workers in place for the rest of the year, warning that without it regional office operations would have to be reduced. He said the surge in demand was driven by new 15-year-old licensing requirements, vision testing, and Real ID implementation, but believed the volume was beginning to level out. He also outlined FY 2027 and FY 2028 plans totaling $20.38 million and $19.85 million, including six new regional offices and a shift away from temporary workers toward state positions. Additional requests included $106,000 for debt service on the new driver’s license modernization system and operating costs of $5 million in FY 2027 and $2.5 million in FY 2028 to support the transition from the old system. Members asked about the cabinet’s funding sources, and officials said the road fund is the primary source, supported by motor fuels tax, usage tax, driver-related receipts, and some restricted funds; they stressed that the requests were not for additional general fund dollars. Questions also covered employee health exam reimbursements, the annual Trimark/Cumberland Gap contract, and the District 7 renovation request. No votes were taken on the budget items during the meeting, beyond approval of the minutes.

Transcript Highlights:

• CalSTA integrates housing and transportation planning, and the Department of Toxic Substances Control
• My second concern relates to transportation planning in the Bay Area.
• SB 375's transportation planning provisions.
• , or SCS, that integrate transportation and land use planning to achieve greenhouse gas emission reduction
• the goals of the scoping plan after the scoping plan is updated.

Summary: The Assembly Select Committee on Regulatory Authority held its first hearing to examine how California’s regulatory framework affects housing production, affordability, and timelines. Chair Pacheco and Assemblymember Haney framed the discussion around the state’s housing shortage and the need to reduce costs while maintaining environmental, safety, and community protections. The first panel featured housing experts and industry representatives who argued that state regulations, code complexity, utility constraints, and agency review processes add substantial cost and delay to development. Bill Fulton described overlapping state and local land-use authorities and the tension among housing, coastal protection, climate, and wildfire goals. CBIA’s Chris Ochoa and California Apartment Association representative Bob Raymer said building codes, energy mandates, and agency processes have materially increased per-home costs, and they urged more centralized affordability analysis and greater scrutiny of regulatory impacts. The Bay Area Council’s Louis Marante called for a statewide cost target for housing and stronger timelines and accountability for state agency reviews. The second panel brought in state agencies to explain their roles. HCD said its housing element enforcement, streamlining laws, and technical assistance have helped increase production, shorten entitlement timelines, and improve compliance by local governments. CARB said SB 375 is a planning law that does not directly regulate land use, and argued that regional housing assumptions in sustainable communities strategies are not being fully implemented on the ground. The Coastal Commission said it works with local governments to balance coastal protection, sea-level-rise risk, and housing, and noted recent guidance and pilot efforts to streamline housing approvals in the coastal zone. The Energy Commission said its building energy standards are designed to be cost-effective and save consumers money over time, though they can add some design and documentation complexity. Fish and Wildlife and DTSC both emphasized early engagement and collaboration to reduce delays while protecting natural resources and public health; DTSC said it is refining vapor intrusion guidance and using brownfield grants to support redevelopment. The State Water Resources Control Board said it uses general orders and basin planning to provide predictable permitting while balancing water quality, water rights, and housing needs, and noted billions in grants and loans for water infrastructure and site remediation that can support housing affordability. In response to questions from Assemblymember Haney, several agencies described ongoing coordination across departments, including regular meetings among HCD, CARB, the Coastal Commission, and transportation agencies, as well as broader interagency efforts to reduce redundancies and identify pinch points in project delivery. No formal votes or legislative actions were taken during the hearing; the main outcome was informational testimony and discussion of possible future reforms to improve coordination, predictability, and affordability in state regulatory processes.

Transcript Highlights:

• Um, specifically the transport.
• or through a Medicaid transportation provider, vouchers for transportation.
• a Medicaid transportation or through a Medicaid transportation<00:24:47.120><c> provider,</c> transportation
• ><c> transportation.
• </c> planning and action. So, just a pitch. planning and action. So, just a pitch.

Keywords: 958, all

Summary: The Medicaid Oversight Advisory Board first approved the September 24 minutes and then heard a presentation from four certified community behavioral health clinic providers: Pathways, NorthKey, Seven Counties Services, and NewVista. The presenters explained the difference between traditional community mental health centers and CCBHCs, describing CCBHCs as an enhanced model that integrates behavioral health, primary care, wraparound services, and crisis response. They reviewed the federal history of the model, Kentucky’s entry into the Medicaid demonstration in 2022, and the scheduled end of the enhanced federal match on December 31, 2027. They also emphasized required services such as 24-hour mobile crisis, care coordination, and services for veterans, and described care coordination as a key feature that helps patients follow up after hospital or emergency discharge, manage medications, and connect to transportation and other supports. The presenters gave examples of improved outcomes, including a patient who was able to remain living independently because of coordinated home-based and telehealth support, and they argued that CCBHCs are helping Kentucky build a more responsive crisis system through 988, mobile crisis teams, and crisis stabilization units. They said the model is data-driven, uses performance metrics, and has led to stronger collaboration among community partners. One speaker said more than 100 agencies participated in a Jefferson County community health needs assessment and continued meeting afterward to reduce redundancies and barriers to care. They also said crisis call hub compliance and mobile crisis outreach compliance improved significantly over the past year. Members asked about how navigators and connectors fit into the model, how CCBHCs work with managed care organizations, and how the program could expand statewide. The presenters said navigators are not built into the CCBHC model but may be used through referrals, while the CCBHCs continue to bill MCOs the same way and receive a Medicaid wrap payment for the enhanced rate. They said the goal would be for all community mental health centers to become CCBHCs, but that a state plan amendment would be needed and could not be limited only to CMHCs if submitted to CMS. They estimated about $28 million would be needed statewide to continue the program in the next biennium, combining the loss of enhanced federal match and the state share of enhanced service costs. The board also discussed transportation, with one presenter explaining that their program arranges Medicaid transportation for eligible appointments, and members raised concerns about mental inquest warrant transport and whether sheriffs should remain involved. No votes were taken on the CCBHC or transportation items during the discussion.

Transcript Highlights:

• It proposes the creation of a transportation trust fund and basically an accompanying transportation
• So the Department of Transportation has the Transportation Improvement Program.
• So the Department of Transportation has the Transportation Improvement Program.
• I look at the transportation or the early childhood trust fund.
• that we have, 20% to the newly proposed Transportation Trust Fund.

Summary: The committee first received a detailed New Mexico DOT District 5 presentation from Rhonda Lopez. She reviewed District 5’s budget, staffing vacancies, completed and ongoing special appropriations from 2020 through 2025, active construction projects, maintenance work, STIP and local government funding, and equipment needs. Members asked about a guardrail issue near U.S. 64, the status of the 5% local match for Transportation Project Fund projects, and the New Mexico 371/Navajo Route 36 intersection; DOT said the match agreements were in place or waived where eligible, and that the Navajo Nation funding agreement was nearly finalized. The chair then moved the agenda to bills before finishing the remaining presentations later. House Bill 270, dealing with contributions to apprenticeship and training programs on public works projects, was presented by Rep. Borrego as a follow-up to the 2024 workforce development and apprenticeship trust fund law. The bill would remove an exclusion for street, highway, bridge, road, utility, and maintenance contracts and require contributions unless a trade classification has no approved apprenticeship program. Associated Contractors and the Asphalt Pavement Association opposed the bill, arguing it would raise road project costs and duplicate existing training programs. Members raised concerns about notice, added costs, and whether contractors with existing programs would be paying twice. A motion to table failed on a tie vote, and a later motion to pass also failed on a tie vote, leaving the bill in committee and available for reconsideration. Ranking Member Brown then presented House Bill 322, which would create a transportation trust fund and transportation program fund, with a planned distribution beginning in 2029, including a 5% use for federal matching funds. The bill would also dedicate a portion of the gross receipts tax on electricity and redirect part of the motor vehicle excise tax to grow the fund. Associated Contractors and the Asphalt Pavement Association supported the concept, saying it would help sustain DOT and address the state’s road maintenance gap. Members questioned the electricity tax component, its effect on ratepayers and data centers, the interaction with SB 2 and bond financing, and how projects would be prioritized. A motion to pass failed on a tie vote, and the ranking member suggested the bill could be reconsidered with an amendment removing the electricity portion. The committee then heard a District 4 DOT presentation from assistant district engineer Cruz Sudoste, covering the district’s geography, budget, staffing, completed and active projects, STIP and local government programs, and equipment replacement needs. Members asked about school district uses of transportation project funds and the impact of aging equipment on repair costs. The presentation concluded without any vote or other action on the district report.

Transcript Highlights:

• House File Number 14, an act relating to transportation, establishing a budget for transportation.
• </c> transportation services in the area. transportation services in the area.
• </c> transportation that's very important. transportation that's very important.
• Be planning purposefully.
• Be planning purposefully.

Keywords: 1183, house