Transcript Highlights:

• appreciate the amendment, but I just wanted to ask if you don't mind specifying what a few of these areas
• Sure Number one, those areas will have signs indicating open pastures and what that does.

Bills: SB504 , SB844 , SB1209 , SB1266 , SB1303 , SB1448 , SB1496 , SB1595 , SB1597 , SB1655 , SB1679 , SB1621 , SB1716 , SB1769 , SB1827 , SB1876 , SB1944 , SB2072 , SB2084 , SB2104 , SB2112 , SB2170 , SB2180 , SB2182

Committee: House Civil Judiciary

Keywords: SB504, marriage, child marriage, minor marriage, age of consent, minimum marriage age, underage marriage, teen marriage, parental consent, judicial approval, marriage license, Oklahoma Title 43, family law, juvenile justice, Department of Human Services, DHS custody, incestuous marriage, pregnancy exception, paternity, seduction

Transcript Highlights:

• Today, we have Magna Community Living Services here from Tulsa in the Broken area.
• Area, if you please stand.
• You can't carry it through the lodge area where you would check in, but you could have it in your room
• I think you've explained that you're asking for information to be placed just in a different Area on
• You can get this in rural areas, but when it comes to your urban communities, they do not bring that

Bills: SB1521 , SB372 , SB1232 , SB1307 , SB1338 , SB1390 , SB1451 , SB1463 , SB1558 , SB1567 , SB1595 , SB1621 , SB1734 , SB1749 , SB1827 , SB1833 , SB1991 , SB1992 , SB63 , SB2063 , SB2180 , SB1198 , SB80

Keywords: artificial intelligence, AI, generative AI, chatbot, conversational AI, companion AI, AI companion, virtual companion, chatbot regulation, minor safety, child online safety, parental controls, content moderation, self-harm, suicidal ideation, crisis intervention, mental health claims, romantic AI, emotional dependence, app store

Transcript Highlights:

• "Does this bill include the exceptions for people in other areas that don't have access to this type
• 48.799><c> other</c> uh for people that uh that are in other uh for people that uh that are in other areas
• 21:50.240><c> access</c><00:21:50.640><c> to</c><00:21:50.960><c> this</c><00:21:52.080><c> uh</c> areas
• that don't have access to this uh areas that don't have access to this uh to<00:21:52.559><c> this</

Bills: HB1 , HB198 , HB11 , HB32 , HB33 , HB34 , HB56 , HB68 , HB72 , HB101 , HB102 , HB110 , HB154 , HB166 , HB168 , HB274 , SB114 , HB1 , HB198 , HB11 , HB32 , HB33 , HB34 , HB56 , HB68 , HB72 , HB101 , HB102 , HB110 , HB154 , HB166 , HB168 , HB274 , SB114

Committee: House Public Safety and Homeland Security

Keywords: DUI, driving under the influence, ignition interlock, interlock device, driver license suspension, restricted license, motor vehicle, alcohol offense, first offense, repeat offender, blood alcohol concentration, BAC, license revocation, Alabama State Law Enforcement Agency, ALEA, public safety, traffic safety, chemical dependency, substance abuse, court referral program

Transcript Highlights:

• face alarming rates of maternal mortality and morbidity, with Black women and women in underserved areas
• A cell hit not only Austin, but more specifically, this thunderstorm hit the Hyde Park area.
• They have waded into some areas where I feel like it does not really meet the moment of what we need
• Well, because first of all, these are measurable areas of expense that in the future could easily be
• To invest in real property over 10 acres in an urban area in a limited partnership interest?

Bills: HB5560 , HB2 , HB24 , HB3233 , HB1397 , HB2067 , HB3133 , HB5696 , HB5680 , HB2885 , HB3966 , HB3556 , HB3595 , HB144 , HB26 , HB2038 , HB521 , HB4 , HB 1178 , HB42 , HB 1211 , HB783 , HB3963 , HB2240 , HB1690 , HB 1234 , HB3372 , HB27 , HB4211 , HB2243 , HB2853 , HB4638 , HJR7 , HB 100 , HB 126 , HB3783 , HB5138 , HB2512 , HB5616 , HB4751 , SB17 , SB1637 , SB1833 , SB2155 , SB21 , SB2778 , SB260 , SB8 , SB12 , SB37 , SB379 , SB441 , SB1566 , SB2878 , HB4112 , HB3866 , HB4749 , HB2844 , HB150

Keywords: groundwater, civil penalties, water conservation, drought contingency, environmental protection, public education, teacher compensation, certification, funding, school finance, educator rights, education funding, charter schools, staff compensation, state aid, retention allotment, zoning, public notice, local government, residential development

Bills: HB5560 , HB2 , HB24 , HB3233 , HB1397 , HB2067 , HB3133 , HB5696 , HB5680 , HB2885 , HB3966 , HB3556 , HB3595 , HB144 , HB26 , HB2038 , HB521 , HB4 , HB 1178 , HB42 , HB 1211 , HB783 , HB3963 , HB2240 , HB1690 , HB 1234 , HB3372 , HB27 , HB4211 , HB2243 , HB2853 , HB4638 , HJR7 , HB 100 , HB 126 , HB3783 , HB5138 , HB2512 , HB5616 , HB4751 , SB17 , SB1637 , SB1833 , SB2155 , SB21 , SB2778 , SB260 , SB8 , SB12 , SB37 , SB379 , SB441 , SB1566 , SB2878 , HB4112 , HB3866 , HB4749 , HB2844 , HB150

Keywords: groundwater, civil penalties, water conservation, drought contingency, environmental protection, public education, teacher compensation, certification, funding, school finance, educator rights, education funding, charter schools, staff compensation, state aid, retention allotment, zoning, public notice, local government, residential development

Transcript Highlights:

• rail program and development of the state passenger rail plan.
• The Yakima area is planning a multimodal facility.
• success of a statewide passenger rail network.
• with passenger rail users.
• This is a different area for me.

Summary: The Transportation Committee heard briefings and public testimony on four bills. HB 1823, a Transportation Improvement Board cleanup bill, would remove obsolete references, update terms, and repeal outdated sections; a proposed substitute would restore remaining bond authority that the original bill would have inadvertently removed. The sponsor and TIB supported the technical corrections, describing the bill as good-government cleanup, and there were no questions or opposition. HB 2092 would create a Washington State Amtrak Cascades Passenger Rail Advisory Committee to provide regular user feedback to WSDOT; the bill was presented with a fiscal note of about $82,000 this biennium and $156,000 ongoing for staffing. The prime sponsor and multiple advocates supported the concept, while committee members and witnesses raised possible amendments to broaden membership, include disability representation, and possibly add rail industry and statewide passenger rail interests. HB 2111 would allow the Interstate 5 bridge replacement project toll facility bond retirement account to retain its share of interest earnings instead of sending them to the general fund. The sponsor, the Treasurer’s Office, and a business community witness said the change would keep dedicated toll-related revenue with the project and avoid accounting and tax concerns; the bill was described as a technical fix with fiscal impact expected to benefit the project account. HB 2114 would require the Department of Licensing to waive replacement plate fees for defective plates within two years of issuance and allow waivers between two and five years in some cases. The sponsor said the bill responds to widespread plate delamination, especially in eastern Washington, and county auditors and subagents testified in support as a customer-service measure, though they noted the fiscal note seemed high relative to the small number of replacements estimated and asked for clearer definitions and implementation guidance. No votes were taken during the hearing. The chair closed public hearings on HB 1823, HB 2092, and HB 2111 after testimony, and temporarily closed HB 2114 to allow a later opportunity for a witness who had audio issues to testify.

Transcript Highlights:

• We hope a passenger rail could provide.
• We hope a passenger rail could provide.
• > are</c><00:03:09.840><c> clear</c><00:03:10.080><c> and</c> passenger rail service are clear and passenger
• Um, and you know what, none of these communities are in my area.
• So, um I think when we're in my area.

Transcript Highlights:

• In AVs, humans are the passengers, not the drivers.
• The human is not the passenger. Humans participating in that.
• A passenger is trapped in a vehicle. Oh, yeah. If we're not able to access the passenger.
• I'm Peter Leromew and Yose with the Bay Area Council.
• AVs have not been in our area as of yet, but it's coming.

Committee: Senate Transportation

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

Transcript Highlights:

• Yes, I think it can be any form of passenger ferry.
• These are small passenger ferries.
• The 1989 Bay Area earthquake kicked off their passenger ferry system to be the cornerstone of their response
• We're now advancing designs for larger, faster passenger vessels, including a 150-passenger hydrogen
• A south would-be to Everett passenger ferry service could provide a lifeline and reliable, and rely Passenger

Bills: HB2604 , HB2436 , SB6354 , SB6352

Committee: Senate Transportation

Keywords: vehicle ownership, insurance, title transfer, consumer protection, motor vehicle, oil tanker, tank vessel, restricted waters, Puget Sound, San Juan Islands, Rosario Strait, Admiralty Inlet, Discovery Island, New Dungeness, tug escort, pilotage, marine safety, spill prevention, oil transport, petroleum shipment

Transcript Highlights:

• We have counties that already are providing, not passenger, they are passenger, but we also have the
• These are small passenger ferries.
• Passenger-only ferries are an effective way Passenger-only ferries are an effective way to add capacity
• The 1989 Bay Area earthquake kicked off their passenger ferry system to be the cornerstone of their response
• We're now advancing designs for larger, faster passenger vessels, including a 150-passenger hydrogen

Summary: The committee first held an executive session on several transportation measures heard earlier in the session, including bills on rounding cash transactions to eliminate pennies, vehicle title transfers to insurers, a memorial bridge naming, BAT lane access for private employer transportation services, oil tanker escort requirements, Traffic Safety Commission authority, fifth-wheel trailer length, electric vehicle sales and funding, and vehicle loads on public highways. Most of the measures were advanced with due pass recommendations to the Rules Committee, and the committee adopted amendments on the penny-rounding bill, the EV funding bill, and the vehicle-loads bill. Members noted some opposition or reservations on a few items, including the penny-rounding proposal and the vehicle-loads amendment, but the motions carried. The committee then returned to public hearing on several bills. Substitute House Bill 2323 would create a blue envelope program for neurodiverse drivers to help communicate with law enforcement during traffic stops; the Department of Licensing and State Patrol fiscal notes were described, and the bill drew strong support in signed-in testimony. Engrossed Substitute House Bill 2588 would expand county ferry district authority to include vehicle ferries and require voter approval for new taxes after the effective date; testimony was mixed, with Whatcom County officials and ferry users supporting the bill as a funding tool, while one opponent criticized the tax and timing provisions. The committee also heard public testimony on Engrossed Substitute House Bill 2172, which would change the route jurisdiction transfer and abandonment process for state highways by requiring agreements or legislative review for longer abandonments or bridge transfers; cities, counties, the Transportation Commission, and the TIB supported the bill as a more transparent process. Additional public hearings covered Substitute House Bill 2203, creating reckless interference with emergency operations for drivers who bypass emergency road closures; a defense-lawyer witness opposed the mandatory license suspension, while the sponsor described the bill as a response to flood and fire rescues. Substitute House Bill 2410 would create a Commercial Truck Safety and Education Council and raise the commercial vehicle safety enforcement fee from $16 to $32 per vehicle; the trucking industry and business groups supported it as a safety and training investment. The committee also heard a staff briefing and sponsor testimony on Second Substitute House Bill 1923, the Mosquito Fleet Act, which would expand passenger-only ferry district options and was presented as a local tool to improve ferry access and relieve Washington State Ferries congestion.

Transcript Highlights:

• A map showing the congested area.
• to set back that river in that green area.
• We are going to set back that river, and that green area is going to be pushed behind that blue area
• As you can see, the red-shaded area is the removal site that is taking place, and this is the area that
• passengers.

Bills: HB2495

Committee: Senate Transportation

Keywords: vehicles, streetcar operation, public safety, urban regulation, transportation

Transcript Highlights:

• In AVs, humans are the passengers, not the drivers.
• A passenger is trapped in a vehicle. Oh, yeah. If we're not able to access the passenger.
• A passenger is trapped in a vehicle. Oh, yeah. If we're not able to access the passenger.
• Peter Leromew and Yose, Bay Area Council: Good afternoon.
• I'm Peter Leromew and Yose with the Bay Area Council.

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

Transcript Highlights:

• In AVs, humans are the passengers, not the drivers.
• The human is not the passenger. Humans participating in that.
• But when they're in condensed areas, it's just like anywhere else.
• A passenger is trapped in a vehicle. Oh, yeah. If we're not able to access the passenger.
• I'm Peter Leromew and Yose with the Bay Area Council.

Committee: Senate Transportation

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

Transcript Highlights:

• They expand that out to different local areas near that, and they come up with an urbanized area, as
• So like the passenger counter.
• That's per passenger? Yes, so that's what it costs us.
• With our large service area, many passengers relied on bicycles to reach our closest bus route.
• were looking to move to this area.

Summary: The Government Finance Transportation Study Subcommittee met to review fixed-route transit systems and related funding needs. After approving the prior meeting minutes, the committee heard presentations from Cities Area Transit in Grand Forks/East Grand Forks, Bisman Transit in Bismarck-Mandan, and MATBUS/Fargo, along with comments from North Dakota Protection & Advocacy. The transit agencies described their routes, paratransit services, ridership trends, fare structures, fleet replacement needs, and rising operating costs, emphasizing that transit supports access to work, school, medical care, and other essential services. Testimony also noted that ridership fell during the pandemic and has been recovering, while vehicle and maintenance costs have risen sharply. Grand Forks transit reported 17 routes, a recent fare increase, and operating costs that exceed fare revenue, with paratransit service extending beyond the federal minimum service area. Bisman Transit outlined its fixed-route and paratransit operations, recent service expansions, local mill levies, sales tax support, and federal grant structure, and said it is seeking more stable funding and flexibility beyond paratransit-only support. Minot’s transit superintendent explained the state’s existing transit aid formula, the use of refurbished buses, and the challenges of driver recruitment and electric bus infrastructure. Fargo asked for additional state support for fixed-route urban transit. Committee members discussed whether ride-share services could replace transit, the cost per trip, local match requirements, and whether a separate state funding source should be recommended for the four urban fixed-route systems. The subcommittee ultimately approved a motion to have Legislative Council prepare a summary of its activities for inclusion in the full Government Finance Committee report, and members indicated they would seek more detailed funding figures from the transit agencies before making any specific recommendation.

Transcript Highlights:

• They expand that out to different local areas near that, and they come up with an urbanized area, as
• That's per passenger? Yes, so that's what it costs us.
• That's per passenger. Yes, so that's what it costs us.
• With our large service area, many passengers relied on bicycles to reach our closest bus route.
• of the country that were looking to move to this area.

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

Transcript Highlights:

• </c> on uh calculation of per passenger on uh calculation of per passenger operating<00:03:19.840><c>
• So we're comparing the subsidies, but it's per passenger, but is not per passenger mile. >> Mr.
• </c> Uh that is the federally mandated area. Uh that is the federally mandated area.
• </c> the area. the area.
• </c> low cost per passenger. low cost per passenger.

Transcript Highlights:

• A passenger is trapped in a vehicle. Oh, yeah.
• A passenger is trapped in a vehicle. Oh, yeah. If we're not able to access the passenger.
• I'm Peter Leromew and Yose with the Bay Area Council.
• I'm Peter Leromew and Yose with the Bay Area Council.
• You know, is it, again, does it come into the area...

Committee: Senate Transportation

Transcript Highlights:

• Our focus today is on our TNC passenger safety oversight.
• There at Uber, there are experts in this area.
• We're going to call it UM/UIM in the TNC area. There you go. I didn't say tsunami.
• operator GHG emissions per passenger.
• We need to know the general area.

Summary: The hearing focused on transportation network companies in California, with the chair framing it as an informational hearing on the history, regulation, safety, climate, accessibility, and data issues surrounding Uber, Lyft, and smaller or autonomous TNC services. The CPUC described its decade-long regulatory role, including safety rules, background checks, insurance requirements, reporting obligations, and two major legislative programs from 2018: the Clean Miles Standard and the Access for All program. Members asked about complaint trends, data collection and disclosure, program implementation, and how the CPUC uses annual reports for policymaking, compliance, and program oversight. Uber and Lyft said the statewide framework has supported growth while providing safety and access benefits, but both companies emphasized that insurance is a major cost driver and argued that California’s UM/UIM requirement is unusually high compared with other vehicles. They said the Clean Miles Standard is pushing electrification but faces headwinds from EV affordability and charging infrastructure, while Access for All has expanded wheelchair-accessible service but still needs continued support. They also discussed transit partnerships, wildfire response, and the potential role of autonomous vehicles, with both companies saying human drivers will remain important and that future regulation should account for new technology. The final panel, including the San Francisco County Transportation Authority and UC Berkeley researchers, presented evidence that TNCs have increased congestion and reduced transit ridership, especially in dense urban areas. They described prior research showing TNCs contributed to congestion growth in San Francisco and noted that this work helped spur local taxes on ride-hailing trips to fund safety and transit improvements. The panel also discussed the CPUC’s evolving data-disclosure decisions, arguing that public access to TNC trip data is important for understanding transportation impacts and informing local policy.

Transcript Highlights:

• We broke passenger records.
• passengers.
• We opened the new private vehicle passenger pickup area inside Terminal B, which reduces congestion and
• We just highlight a few areas.
• We just highlight a few areas.

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:

• A map showing the congested area.
• We see some really congested areas.
• And that green area is going to be pushing behind that blue area to really incorporate, not incorporate
• As you can see, the red-shaded area is the removal site that is taking place, and this is the area that
• passengers.

Summary: The Senate Transportation Committee held a work session on two major corridor projects before moving to public hearing and executive session. In the Yakima area, WSDOT, Yakima County, and Ecology described the Interstate 82/east-west connector work as a coordinated effort to add capacity, improve interchanges, and address the Boise Cascade mill site contamination that sits in the project footprint. County and Ecology witnesses said the county is ready to remove wood waste and contaminated material, but the project is stalled pending a draft work plan and a de minimis consent decree; several senators pressed for faster action and clearer direction from Ecology. The committee then heard an update on the SR 3 Belfair freight corridor, where WSDOT said environmental review is complete and the next major step is an access hearing this summer, followed by right-of-way acquisition and construction likely in late 2027 or early 2028. Local and tribal partners emphasized the project’s importance for freight mobility, housing growth, emergency access, and regional economic development. The public hearing was on engrossed substitute House Bill 2711, a transportation resources bill that largely tracks provisions from prior legislation but also adds or changes several tax and account provisions. Staff explained that the bill clarifies fuel tax and peer-to-peer tax distributions, treats trade-in value differently for recreational vessel and luxury vehicle taxes, provides a six-month motor home exemption and penalty waiver for the luxury vehicle tax, allows lease payments to be made over time, exempts tribal members and nonresidents, creates a Preserve Washington account, changes some transfer timing, and repeals the luxury aircraft tax. Testimony was mixed: aviation groups supported repealing the luxury aircraft tax; trucking and some citizens opposed fuel tax and diesel tax increases; Sound Transit, transit advocates, labor, and ferry interests asked for amendments such as 75-year bonding authority, mobile driver’s licenses, ferry funding, and bike education funding. Alaska Airlines and Delta also supported adding mobile ID language. In executive session, the committee advanced several bills, including SHB 1823, SHB 2114, E2SHB 2251, SHB 2323, SHB 2410, EHB 2588, 2SHB 1923, and HB 2495, all with due pass recommendations after adopting amendments where applicable. The committee adopted a striking amendment to E2SHB 2251 adjusting Climate Commitment Act account distributions and a striking amendment to EHB 2588 limiting the ferry district changes to Whatcom County and removing the voter-approval tax provision. It also adopted an amendment to 2SHB 1923 that added further conditions for passenger-only ferry districts, including whale-protection and fare-related provisions. Senator King voted no on E2SHB 2251, objecting that the bill reduced the transportation share of Climate Commitment Act revenues. The chair announced one more executive action meeting would be held Wednesday morning, with amendment requests due the prior day.