Transcript Highlights:

• Ferries no longer believes it's feasible due to the size of the vessel and issues replacing the drive
• He then asked what drives the condition of highway assets and said that, similar to the interconnectivity
• It feels like there's more guardrail damage, just from my looking as I'm driving.
• If you just drive around a little bit and look at the pavements at all or some of the structures at all
• If you just drive around a little bit and look at the payments at all or some of the structures at all

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:

• This was always his drive regarding what he used to do.
• I just want to highlight a couple of things that are driving the general fund increases that the agency
• This total increase in liability of $5 million is driving some general fund increases in the operating
• There's been, I believe, an increase in that, but I'll follow up with the specifics on what's driving
• Those two things don't drive for me.

Committee: House Legislative Health & Human Services Committee

Transcript Highlights:

• Requirements will end up driving people to emergency departments when the hospitals are being limited
• These shortage issues are really driving the national conversation.
• These shortage issues are really driving the national conversation.
• Next page. issues are really driving the national conversations. Next page.
• Its need is driving this.

Committee: Senate Health & Long-Term Care

Summary: The committee opened with an extensive update on the expected effects of federal HR1 on Washington’s health care system, especially Medicaid and the individual market. Governor’s office and Health Care Authority staff said the bill is likely to cause immediate coverage losses in the exchange beginning in January, followed by larger Medicaid impacts over the next several years. They highlighted likely premium increases, administrative burdens from more frequent eligibility checks and work requirements, reduced retroactive coverage, limits on state-directed payments and provider taxes, and possible effects on rural hospitals and safety-net providers. They also noted separate CMS rules already being implemented in Washington on prior authorization, managed care access, home- and community-based services, and eligibility/enrollment, and explained how those rules interact with HR1’s new requirements and timelines. Members asked about Planned Parenthood funding, work requirements, rural health grants, provider impacts, and how the state will use existing systems and a forthcoming timeline to prepare for implementation. The committee then received an update on the International Medical Graduate Work Group and Washington’s efforts to create pathways for internationally trained physicians. Presenters described the state’s clinical experience license, the clinical evaluation tool used to assess readiness, a grant program for career guidance and clinical training, and a 2025 law adding a hardship waiver process. National presenters from World Education Services and the Federation of State Medical Boards said many states have adopted similar pathways because of physician shortages, but approaches vary widely. They recommended clear guardrails, employment offers before application, ECFMG certification, supervised provisional practice, data collection, and protections against exploitation. Committee members asked about portability across states, retention of IMGs, and whether Washington should pursue additional options such as dedicated residency slots, preceptorships, or practice-ready assessment models. The final topic was an update on the Apple Health doula benefit and the statewide doula hub and referral system. Senator T’wina Nobles praised the state’s work, noting Washington’s high Medicaid reimbursement rate for doulas and the importance of building infrastructure to support equitable maternal care. Health Care Authority staff said the benefit launched on January 1, 2025, and covers prenatal intake, labor and delivery, postpartum visits, and telehealth-supported services. They reported 336 state-certified doulas, 134 enrolled with Apple Health, 287 clients served, and 641 claims paid so far, while also acknowledging barriers such as provider enrollment, claims submission, client matching, and language access. Doulas for All described the hub as part of a broader effort to expand access, support community-based birth workers, and reduce maternal and infant mortality disparities, especially for Black and Indigenous families.

Transcript Highlights:

• hemp industry, including CBD and other cannabinoids has generated substantial consumer interest, driving
• You know, or, or that's kind of driving, I guess, the outright ban, and I, I understand from a business
• Uh, first of all, we do in fact keep data and we do analysis that drives where we preposition aircraft
• It also drives where we should, uh, increase the number of people in an office that's around that area
• What's driving the workforce shortages we are seeing today?

Bills: HB294 , HB405 , HB519 , HB294

Committee: House Agriculture & Livestock

Keywords: food production, property owners' association, home gardening, cottage food, urban agriculture, livestock, community standards, renewable energy, ethanol, biodiesel, incentives, agriculture, grants, honey production, beekeeping, food safety, local regulation, energy efficiency, tax exemption, residential properties

Transcript Highlights:

• What properly done regulation will encourage the kind of innovation that can help drive AI's use in Minnesota
• What properly done regulation will encourage the kind of innovation that can help drive AI's use in Minnesota
• What properly done regulation will encourage the kind of innovation that can help drive AI's use in Minnesota
• Policies that make AI adoption overly expensive or cumbersome for employers could potentially drive companies
• I think governments need to think about how to ensure that that initial displacement does not drive rapid

Transcript Highlights:

• Having spent the last almost 40 years of my career trying to drive innovation into acquisition as a person
• And that's how we drive up commercial adoption.
• On it, we must drive that adoption.
• Use that to drive signal and reformation. That's what we're trying to do.
• They want to go drive change.

Committee: Senate Subcommittee on Personnel

Transcript Highlights:

• I do like to drive.
• And we recently learned from um drive.
• , or impaired driving defense.
• driving, I'm introducing a bill which I think will close an existing loophole in our impaired driving
• So at imperative drug uh drunk driving.

Committee: House Criminal Justice and Public Safety

Transcript Highlights:

• Whether someone is driving to work, taking the T, biking to school, or crossing a safe bridge to visit
• have a link to the Merit Rating Board to post at-fault comprehensive claims to add to the official driving
• So we're going to watch that closely because all of that drives our parking, our concessions, all the
• for that funding, and our office was charged with working across all of the cabinet secretaries to drive
• includes Secretary Tibbet-Snut, GM-Ang, Massport, and a number of agencies across Massachusetts to drive

Committee: Joint Joint Committee on Transportation

Summary: The Joint Committee on Transportation held an informational hearing with invited testimony from MassDOT leadership, the MBTA, Massport, and the state’s Federal Funds and Infrastructure Office. MassDOT officials outlined work across highways, rail and transit, the Registry of Motor Vehicles, and aeronautics, emphasizing major capital spending, bridge and roadway programs, transit grants, rail expansion, airport safety, and modernization efforts. They highlighted Chapter 90 and municipal grant programs, the Compass Rail and West-East Rail efforts, RMV upgrades such as electronic titles and driver licensing systems, and aeronautics work on airport pavement, drones, and advanced air mobility. Committee members focused on safety, service access, and project implementation. Questions to MassDOT covered automated enforcement and rising roadway fatalities, the Allston multimodal project’s federal funding, Complete Streets access for rural communities, and South Coast Rail staffing and future electrification. The RMV was asked about the Work and Family Mobility Act, Real ID demand, and appointment access, especially in Metro West. Members also raised concerns about South Coast Rail operations, Keolis staffing, and whether the Stoughton route remains part of future plans; MassDOT and MBTA officials said they are working on staffing, service reliability, and long-term expansion, while noting that nothing is off the table for future rail improvements. MBTA General Manager Phil Eng reported progress including workforce growth, elimination of subway speed restrictions, expanded reduced-fare access, bus network redesign, South Coast Rail launch, and commuter rail signal upgrades. He said the agency is pursuing a new commuter rail operating contract designed to support future regional rail, electrification, and higher-frequency service, while maintaining service and workforce stability amid funding uncertainty. Members also asked about fare collection data privacy and the impact of state funding levels; Eng said the MBTA needs the governor’s proposed funding to preserve service and staffing, and that the fare system’s data are encrypted and handled through a secure vendor system. Massport CEO Rich Davey reported record activity at Logan, Worcester, and the cruise and maritime facilities, along with major capital and climate investments such as sustainable aviation fuel planning, shore power at Flynn Cruiseport, renewable diesel, and expanded ground transportation. He said Massport is planning for continued passenger growth and managing congestion through parking, HOV, and curbside changes, while monitoring federal policy, tariffs, and air traffic control staffing issues. Federal Funds Director Quentin Palfrey described the administration’s efforts to secure federal infrastructure dollars, citing about $9 billion in federal awards since the start of the administration, including major transportation grants for the Cape Cod Bridges, Allston, West-East Rail, North Station drawbridge replacement, roadway safety, and clean school buses. He warned that changing federal policies, grant delays, and possible future congressional actions create uncertainty, but said the office is working case-by-case with municipalities and agencies to protect awarded funds and find alternative financing where needed.

Transcript Highlights:

• We just kept driving it more and more regulations, making it more and more expensive, and drove it out
• So we went through each line by line and said, you know, is there a law that drives us to the...
• And he said, you know, is there a law that drives us to this requirement?
• What is driving this? The driver is energy demand.
• And this is the driving force. That's where nuclear is playing a very pivotal role right now.

Summary: The meeting was an extended briefing from Idaho National Laboratory officials on the lab’s mission, its role in nuclear energy research, and the federal push to accelerate advanced reactor deployment. Speakers described INL’s size and capabilities, including test reactors, fuel and materials facilities, cybersecurity and critical infrastructure work, and partnerships with DOE, the NRC, the Department of Defense, and private companies. They emphasized that the lab is supporting both commercial nuclear development and national security work, while also training a large intern workforce. A major theme was the current federal effort to streamline nuclear regulation and speed up licensing and demonstration. The speakers said recent executive orders and DOE/NRC coordination are reducing redundant requirements, shortening environmental review timelines, and aiming for three new nuclear systems to reach criticality by July 4, 2026. They argued that regulatory uncertainty has been a major driver of nuclear cost and that the administration’s actions, along with DOE’s pilot and demonstration programs, are intended to rebuild the domestic supply chain and industrial base. The discussion also focused on advanced reactor types, including small modular reactors, microreactors, molten salt concepts, and liquid-metal designs. Officials said these technologies are being developed for data centers, military bases, remote communities, industrial heat, hydrogen production, and other nontraditional uses. They highlighted several projects and companies, including Oklo, Aalo, Radiant, X-energy, TerraPower, Kairos, and DOE’s MARVEL and Project Pele efforts, and said some reactors are expected to reach criticality or operation in the next few years. Questions from attendees covered safety, public health impacts, materials and heat management, waste or used fuel handling, costs, and whether nuclear could remain competitive against other energy sources; the speakers responded that advanced reactors are designed with passive safety features, that used fuel should be viewed as a resource, and that cost remains highly design- and supply-chain-dependent.

Transcript Highlights:

• program, a national driver for the creation of affordable housing, and restructured the process to drive
• We have embraced those suggestions to drive operational changes, starting with strengthening our financial
• We have embraced those suggestions to drive operational changes, starting with strengthening our financial
• about this as well as having the right person in the right seat to make sure that they continue to drive
• Yeah, I mean, if it's a market driver that's driving it, the market-rate developments would have the

Committee: Senate Director Nominations

Transcript Highlights:

• And there are just times when those lanes are so rutted and so hard to drive in that people will stay
• What is driving this legislation? What problem would be solved by this bill?
• what is now with the Fourth Amendment protection is that a government agent can come to your house, drive
• at those handouts and look at each one of them, they're the very ones of what Idaho is about, what drives
• Idaho's economy, and all they're saying is that... ...drives Idaho's economy.

Transcript Highlights:

• If you have a license to drive a vehicle in Missouri and you're lawful to do so, you can drive that vehicle
• If you have a license to drive a vehicle in Missouri and you're lawful to do so, you can drive that vehicle
• So some of these patients that need, like the YAG laser, they will have to drive two hours just to get
• fill in Arkansas, Oklahoma, what's going to happen is the other 95% of the state are going to end up driving
• The other thing we know is these aren't problems that people, you know, we talk about access and driving

Committee: House Professional Registration and Licensing

Transcript Highlights:

• I can tell you we would not be asking for it if we thought it would drive prices up because at the end
• Now, we think it's best for Missourians to get the best value is when competition does drive that price
• Make sure that competition is driving us towards what the fair market value is.
• And I can tell you right now that that I-70 project is driving up prices everywhere in the state to the
• And dump trucks, people who drive concrete trucks and everything else... ...and dump trucks, the people

Committee: House Joint Committee on Transportation Oversight

Summary: The House Transportation Committee first announced that House Bill 1873 had been pulled at the sponsors’ request and would not be heard. The committee then took up House Bill 2759, which would require MoDOT to publish engineer’s estimates after a project is awarded or rejected, with the sponsor and supporters framing it as a transparency and accountability measure that would help taxpayers and contractors understand why bids are accepted or rejected. Supporters, including the Missouri Asphalt Paving Association and a state public advocate, said the bill would not affect bidding because the estimate would be released only after award, and argued that other states already do this without higher costs. MoDOT opposed the bill, saying its estimates are meant to reflect fair market value at the time of letting and that releasing them could let contractors pattern bids around MoDOT’s numbers, potentially setting an artificial floor or otherwise distorting competition. Committee members questioned both sides closely about whether publishing the estimate after award would still influence future bids, whether rejected bids are already explained, and whether the bill would help identify problems with project scope or estimating. The sponsor said the bill had been refined and referenced an amendment to make clear the disclosure would occur at award or rejection, not before bidding. No vote was taken during the hearing. The committee then heard House Bill 2837, which would change how vacancies on the Bi-State Development Agency board are filled by returning to a system where the governor appoints from within the district rather than from lists submitted by the St. Louis city mayor and county executive. The sponsor argued the current process gives too much control to St. Louis City and County and does not adequately represent growing areas such as St. Charles County. Opponents from the City of St. Louis, St. Louis County, Citizens for Modern Transit, and a state public advocate argued the change would weaken local control for the jurisdictions that actually fund and use the transit system, noting that St. Charles, Jefferson, and Monroe counties do not pay the same transit taxes and in some cases do not receive service. The hearing ended after testimony in opposition, with no vote taken and the committee adjourned.

Transcript Highlights:

• I can't tell you who is driving that car.
• Have a safe ride drive, Chief Story. We'll go back to 57, House Bill 57. Thank you, Madam Chair.
• , let's say, to Clovis for three and a half hours, and they're driving back, and then they're not in
• , let's say, to Clovis for three and a half hours, and they're driving back, and then they're not in
• state as vast as New Mexico, requiring a police officer or a citizen from the rural communities to drive

Summary: The committee first heard HB 206, which would expand eligibility under the Crime Victims Reparation Act to cover additional offenses: simple assault, simple battery, criminal sexual contact, and robbery while armed with a deadly weapon. The sponsor, the Crime Victims Reparation Commission, and multiple supporters said the change would help victims access compensation for medical care, counseling, lost income, and related costs, with no added state administrative burden. There was no opposition, and the bill passed 6-0. The committee then took up HB 20, which would allow Native American designation on driver’s licenses and state IDs for people who provide proof of membership in a federally recognized tribe. Sponsors and tribal supporters said the designation could help with identification, Turquoise Alert notifications, and jurisdictional issues, while also serving as a voluntary option for tribal members. Some members raised concerns about possible profiling, lack of consultation with every tribe, and the absence of data from other states; supporters responded that the designation is optional and intended to assist, not harm. The bill passed 4-2. HB 52, a technical cleanup bill correcting statutory cross-references after prior competency-law amendments, passed unanimously 6-0. HB 58, which updates the telephone harassment statute to include electronic communications such as texts and social media, also passed 6-0 after supporters said the current law is outdated and too limited for modern harassment cases; committee members discussed possible definitional refinements. HB 57, allowing certain lab analysts and toxicologists to testify by interactive video in misdemeanor and DWI cases, drew support for efficiency and reducing travel burdens, but also concerns about confrontation rights and technical drafting issues; it passed 6-0 with a no recommendation. Finally, HB 79, which would lower the burden of proof for juvenile probation violation hearings to a preponderance standard, drew strong opposition from defense advocates and a law student who argued it would reduce due process protections for youth; after debate, the committee tabled the bill on a 4-2 vote.

Transcript Highlights:

• offenses that involve the manufacture, delivery, or sale of controlled substances, and felony-level driving
• of robbery in the second degree or assault in the second degree, sex offenses, and, again, felony driving
• And again, felony driving under the influence or physical control.
• There was talk about allowing individuals who committed drive-by shootings to be included in this policy
• Do you know if there is a drive-by shooting and nobody is hurt by it, “Do you know if there is a drive-by

Bills: HB2217 , HB2558 , HB2641 , HB2648 , HB1239 , HB1591 , HB2209 , HB2310 , HB2526

Committee: House Community Safety

Keywords: rehabilitation, felony offenses, criminal justice reform, first-time offenders, pathways to rehabilitation, mental health, sentencing alternative, criminal justice, diversion programs, HB 2641, ICE out act, law enforcement hiring, immigration and customs enforcement, ICE officers, former federal employees, sworn officer, police staffing, general authority law enforcement agency, limited authority law enforcement agency, immigration enforcement

Transcript Highlights:

• Her actions exemplify the power of caregiver leadership to drive real change for workers and the future
• AB 714 removes commercial driving from programs that may be exempted from regulations by the Bureau for
• AB 714 removes commercial driving from programs that may be exempted from regulations by the Bureau for
• Unfortunately, most commercial driving programs that charge less than $2,500 were also included in this
• regulated by the Bureau for Private Postsecondary Education. ...that commercial driving programs are

Summary: The Assembly convened after a quorum call, offered a prayer and Pledge of Allegiance, and then spent much of the session on guest introductions recognizing visitors, community college delegations, students, caregivers, a retired Assembly staff member, and a championship high school football team. Members also observed an adjournment in memory for Alex Preddy, a VA nurse killed in Minnesota, and later for Kathy Wooten and Rowena Ramos. The chamber then moved through the daily file and third reading file, with several items passed, retained, or continued. Among the bills taken up, AB 34 on renewable portfolio standard exemptions for publicly owned utilities passed 55-0; AB 35 to accelerate implementation of Proposition 4 climate resilience funds passed 62-0; AB 52 on food and agriculture equity passed 50-6; AB 72 creating an EV economic opportunity zone passed 58-0; AB 96 removing a diploma requirement for Medi-Cal peer support specialists passed 55-0; AB 230 extending Pierce’s disease control programs passed 64-0; AB 277 requiring background checks for behavioral health employees passed 59-0; AB 647 clarifying a county RV disposal pilot passed 54-0; AB 664 authorizing limited bachelor’s programs at Southwestern Community College passed 60-1; AB 673 creating a support grant for unaccompanied homeless youth passed 55-1; AB 710 on dynamic electricity pricing passed 54-0; AB 748 streamlining pre-approved housing plans passed 65-0; AB 767 expanding protections around sexually violent predator placements near schools and daycares passed 65-0; AB 883 protecting officials’ personal information from data brokers passed 66-0; AB 946 expanding 30x30 conservation efforts to urban areas passed 65-0; AB 1054 creating a deferred retirement option program for CHP and Cal Fire passed 61-1; AB 1070 on missing middle housing code simplification passed 66-0; AB 1159 strengthening student data privacy passed 54-4; AB 1204 revising the Local Control Funding Formula passed 54-1; AB 1265 extending the historic building tax credit passed 64-0; AB 1349 banning speculative ticketing passed 61-0; AB 1359 allowing seniors 80+ to opt out of jury service without a doctor’s note passed 67-1; AB 643 on organic waste procurement credits passed 48-4; AB 685 creating a small business resiliency fund passed 63-0; AB 714 tightening oversight of commercial driving programs passed 65-1; and AB 805 establishing a youth apprenticeship bridge program passed 66-0. Several other items were passed and retained or continued without debate. Debate on AB 1054 drew the sharpest disagreement, with opponents warning about pension costs and supporters arguing it would help retain experienced CHP officers and firefighters. AB 767 also prompted strong comments about public safety and placement of sexually violent predators in rural communities. On AB 1349, supporters from both parties backed the anti-speculative ticketing bill as consumer protection, while AB 664 drew support from members emphasizing access to higher education in underserved regions. The Assembly then adjourned until January 29, 2026, after announcing upcoming session dates and recording a few vote changes from the dais.

Transcript Highlights:

• At some level, that's what's driving it.
• Demand drives prices when we don't have the energy facilities to meet that demand.
• That's what's driving it.
• Demand drives prices when we don't have the energy facilities to meet that demand.
• The hope is that modular drives that down in the future.

Bills: HB2090 , HB2215 , HB2245 , HB2272

Committee: House Environment & Energy

Keywords: nuclear energy, renewable energy, energy strategy, sustainable development, state energy policy, climate change, fuel regulations, compliance obligations, sustainability, environmental policy, consumer-owned utilities, clean energy, port districts, market customers, energy transformation, ski areas, winter sports, terminology update, recreation, regulatory changes

Transcript Highlights:

• be the general ones across the board, specific things that might be unique to your university in driving
• So I believe that’s what’s driving us and keeps us the number one system in the country.
• the best return on investment for the state of Florida, potentially funding away investments that drive
• You know, the performance funding actually has been a great thing to drive student success.
• That would drive us a little closer to our individual missions and strategic plans that we have for our

Summary: The Appropriations Committee on Higher Education met to examine how Florida’s state universities are funded and to begin discussing a possible university funding model. The panel included the State University System chancellor and CFOs from FSU, UF, FAMU, FAU, UNF, and UCF. Members first reviewed major cost drivers, which the universities said are broadly similar across institutions: wages and benefits, equipment and supplies, financial aid, professional services, utilities, IT, and maintenance. Several institutions noted unique pressures from geography, growth, research intensity, and mission, such as UCF’s size and engineering focus, UF’s land-grant and research enterprise, FAMU’s need to recruit top talent while serving a high-Pell student population, and FSU’s large facilities and research obligations. The chancellor also summarized systemwide cost growth since 2012-13, including higher health insurance, retirement, and salary costs, while noting tuition had been held flat. The committee then discussed other revenue sources, including auxiliaries, restricted funds, capital projects, and component units such as foundations and health systems. University leaders explained that many of these funds are restricted to specific purposes, and some, like UF Health, account for a large share of operating expenses. Members also discussed the current performance-based funding process. University representatives generally praised it for transparency, accountability, and its focus on student success, but said the heavy use of one-time funds, nonrecurring appropriations, and unfunded mandates makes long-term planning difficult. FSU and others argued that rising employee costs, waivers, and facilities expenses are not fully covered, while FAMU said performance funding has improved outcomes but can disadvantage institutions serving more low-income students. In response to questions about improvements, the universities suggested more recurring and predictable funding, better coverage of mandated costs, more flexibility in fees, and continued investment in research and strategic priorities. The chancellor said the Board of Governors is considering a version 3.0 of performance funding that would benchmark institutions against peers and Carnegie classifications. The committee also explored whether universities should have more flexibility to set out-of-state tuition and professional school tuition. Most university leaders favored giving boards of trustees more authority, while the chancellor cautioned that increasing out-of-state enrollment or tuition too much could affect legislative support. No votes were taken; the meeting ended with the chair thanking the panel and adjourning the committee.

Transcript Highlights:

• The fact that you break down, it's bad enough, but you have to rely on somebody else driving by to stop
• The fact that you break down, it's bad enough, but you have to rely on somebody else driving by to stop
• The fact that you break down, it's bad enough, but you have to rely on somebody else driving by to stop
• The fact that you break down, it's bad enough, but you have to rely on somebody else driving by to stop
• The fact that you break down, it's bad enough, but you have to rely on somebody else driving by to stop

Summary: The committee met in executive session on several House bills and first took up HB 181, which would have made the state responsible for maintaining Opticon systems for fire and emergency on state roads. Members noted that a system already exists and that towns are generally responsible for maintenance once they choose a system, so the committee voted ITL/OTL-style recommendation by a unanimous 18-0 roll call and discussed placing it on the consent calendar. The committee then considered HB 7113, concerning mile markers along Route 112/Kancamagus Highway. Supporters argued the markers would improve safety and help locate stranded motorists in a rural area with poor cell service, while another member noted the bill’s language should be clarified to refer specifically to the Kancamagus and to DOT’s usual 0.2-mile spacing. The committee voted 18-0 to recommend OTP with a fiscal note, and because it was a money bill it would not go on the consent calendar. HB 300, directing DOT to seek proposals on the Conway Branch rail line and creating a rail study committee, was recommended ITL after members said the issue had already been studied and the corridor had already been designated for rail trail; that vote was unanimous and the bill was placed on the consent calendar. HB 375, allowing municipalities to designate sections of state and local highways for all-terrain vehicles, was also recommended ITL. Members said there is already a process for towns to authorize such use and expressed concern about a blanket approach and possible local conflicts; the motion passed unanimously and was sent to the consent calendar. HB 578, relating to a sound barrier along the F.E. Everett Turnpike, drew more discussion: some members said the project should go through the 10-year plan and environmental review process, while others cited local impacts and the need for some barrier or privacy protection. The committee ultimately voted 16-2 to recommend ITL, and it was not placed on the consent calendar. Finally, the committee took up HB 561, concerning transfer of state-owned real property to municipalities. Members voted to retain the bill, with supporters saying they wanted more information, including a site visit to Merrimack’s Continental Boulevard and further discussion of how state roads are handled in other towns. The retain motion passed unanimously 18-0, and members noted that retained bills do not go on a calendar. The chair then announced the committee’s next full meeting would be on February 24 at 10:30 a.m., with a briefing on the capital budget process and a meeting with the Secretary of the Treasury.

Transcript Highlights:

• </c><00:03:06.640><c> the</c> other factors that are driving the other factors that are driving the increasing
• So, what's driving our private insurance rates?
• > private</c><00:07:06.720><c> insurance</c> So, what's driving our private insurance So, what's driving
• So I want to be clear what's not driving these changes.
• to a free museum or do to drive to a free museum or do something<01:30:30.800><c> social."