Transcript Highlights:

• a state-of-the-art cement facility in Grayson County.
• Cement facility is vital to these efforts.
• I've just heard the AG and the cement owners say they want to work with you.
• Where do we get most of our cement from?
• We also have... ...aggregate, cement, and building products members.

Bills: SB2037, SB1757, SB1758, SB1759, HB29

Keywords: rock crushing, permits, air quality, environmental monitoring, aggregate production, seismicity, public meeting, land use, SB 1758, cement kiln, portland cement, aggregate production operation, aggregate quarry, semiconductor wafer manufacturing, chip fabrication, semiconductor plant, vibration, seismic disturbance, liability limitation, TCEQ

Bills: SB2037, SB1757, SB1758, SB1759

Keywords: rock crushing, permits, air quality, environmental monitoring, aggregate production, seismicity, public meeting, land use, SB 1758, cement kiln, portland cement, aggregate production operation, aggregate quarry, semiconductor wafer manufacturing, chip fabrication, semiconductor plant, vibration, seismic disturbance, liability limitation, TCEQ

Summary: The Senate Committee on Natural Resources took public testimony on Senate Bill 1757 and its committee substitute, a measure dealing with aggregate production operations and a new permitting option for rock crushers/aggregate facilities. Testimony centered on whether the bill should remain focused on air permitting or also include broader quarry operations such as stormwater, reclamation, monitoring, and public participation requirements. Supporters of the substitute, including representatives of the Texas Aggregate and Concrete Association and Associated General Contractors, said the bill would provide a voluntary third permitting option, preserve existing authorizations, and create a more practical regulatory path for Texas growth. Opponents and critics, including representatives of Texas for Responsible Aggregate Mining, Job Materials, and Public Citizen, argued the bill as written was too weak or too broad in the wrong ways. They said best management practices should be set in statute or through negotiated rulemaking rather than left to TCEQ rulemaking, and they raised concerns about limited monitoring periods, vague air-monitoring standards, public notice procedures, and the inclusion of non-air requirements in an air permit. Several witnesses said the bill should better balance industry needs with neighborhood impacts and public health protections. Chair Birdwell questioned witnesses about ongoing negotiations between industry groups and said the bill was intended to be a practical compromise. After testimony and questions, public testimony was closed. The committee left SB 1757 and its committee substitute pending, with no vote taken.

Bills: SB2037, SB1757, SB1758, SB1759, HB29

Keywords: rock crushing, permits, air quality, environmental monitoring, aggregate production, seismicity, public meeting, land use, SB 1758, cement kiln, portland cement, aggregate production operation, aggregate quarry, semiconductor wafer manufacturing, chip fabrication, semiconductor plant, vibration, seismic disturbance, liability limitation, TCEQ

Transcript Highlights:

• cement sold in the United States.
• I represent Black Mountain Cement in the TCEQ air permitting process for our Portland cement plant in
• It is on behalf of BM Cement. Is that Black Mountain Cement? Black Mountain, yes.
• During COVID, all cement consumers were on cement allocations. delaying projects, halting construction
• This includes cement; we can't use Turkish, Egyptian, or Vietnamese cement in projects for TxDOT or FHWA

Bills: SB1757, SB1758, SB1898, SB2050

Keywords: rock crushing, permits, air quality, environmental monitoring, aggregate production, seismicity, public meeting, land use, SB 1758, cement kiln, portland cement, aggregate production operation, aggregate quarry, semiconductor wafer manufacturing, chip fabrication, semiconductor plant, vibration, seismic disturbance, liability limitation, TCEQ

Transcript Highlights:

• Um, cement.
• I represent Black Mountain Cement in the TCEQ air permitting process for our Portland cement plant in
• the TCEQ air permitting process for our Portland cement plant in Grayson County.
• But we need the cement industry. We're importing cement from all over the world.
• I'm not a cement guy.

Summary: The committee first took up SB 2203, relating to certification of discovery issues in TCEQ contested cases referred to SOAH. The chair noted the House had already passed the companion HB 3249, then moved SB 2203 without amendments. The motion prevailed on a 5-0 vote, and the bill was reported favorably to the full House. The committee then heard SB 1898, which would prohibit the use of PFAS-containing firefighting foam for testing and training, while still allowing it in emergency firefighting. The sponsor described PFAS as “forever chemicals” and said the bill would protect firefighters, water supplies, and public health. Testimony in support came from Environment Texas, which cited contamination concerns and noted other states and federal actions restricting PFAS foams. No one testified against the bill, and after closing testimony the committee left SB 1898 pending. The remainder of the hearing focused on SB 1758, a Grayson County pilot program aimed at addressing potential conflicts between Global Wafers’ semiconductor wafer facility and a proposed Black Mountain Cement/aggregate operation. Supporters, including Global Wafers, Grayson County officials, and manufacturing groups, argued that vibration from mining or blasting could threaten a major national-security semiconductor investment and that an independent BEG study was needed to set safe parameters. Opponents from Black Mountain Cement and related industry groups argued the bill would improperly interfere with a lawful permitting process, pick winners and losers, and harm Texas’ pro-business climate; they also said they had already revised operations and removed blast mining. The discussion included extensive questioning about geology, vibration, the permitting timeline, and whether the issue was really about mining rather than the air permit. No vote was taken on SB 1758 in the portion provided.

Transcript Highlights:

• Stretching along the beautiful Gulf waters, the Coastal Bend is a place where history meets advan- cement
• From the great city of Portland. under her outstanding leadership Portland has been recognized to receive
• , Commissioner. of San Patricio County and some of our great city, other city council members in Portland

Bills: SJR2, SB4, SJR36, SJR2, SB4, SR42, SR74, SR76, HCR5, SB710, SB710

Keywords: SJR 2, Senate Joint Resolution 2, constitutional amendment, homestead exemption, property tax relief, school property tax, ad valorem tax, residence homestead, school district taxes, Texas Constitution Article VIII, public school finance, homeowner exemption, elderly exemption, senior tax relief, disabled exemption, tax year 2025, voter approval, November 2025 ballot, local government, Ways & Means

Transcript Highlights:

• We had the City of Portland do a program area tour in September.
• This was a very full event at the Portland Expo Center.
• When we look at that distance and the... ...of Portland across the river to Evergreen.
• It travels from downtown Vancouver to downtown Portland.
• In Portland, we have six bridges older than the 1917 bridge. We have 12 older than the 1915 bridge.

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

Transcript Highlights:

• largest cement industry.
• We'd like access to cement.
• with projected demand for cement with projected demand for cement expected<03:52:04.359> to
• It has the support of major industry associations, including the Portland Cement Association, the National
• cement including the Portland cement Association<03:59:32.279> the<03:59:32.439> national<

Keywords: U.S. House of Representatives Floor Proceedings on Monday, March 24, 2025, 1012, house, all

Transcript Highlights:

• over the river right now have that seismic resiliency, and there are many communities, especially Portland
• It requires a new bridge over the North Portland Harbor to carry those trains, requires structure over
• So that's downtown Portland, that's Pill Hill specifically, Lloyd Center.
• From Portland to Ashland, from Coos Bay to Astoria, and from Pendleton to Klamath Falls, our economies
• So debt essentially cements, unfortunate verb, the decisions that you make rather than simply giving

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:

• that involves city officials, state officials, and local officials around the metropolitan area in Portland
• currently lost to neighboring states, attracting underserved players from New Hampshire, and further cementing
• currently lost to neighboring states, attracting underserved players from New Hampshire, and further cementing

Keywords: 995, all

Summary: The Joint Committee on Transportation heard testimony on a range of bills focused on transportation funding, governance, and equity. Supporters backed proposals to create a North Central Massachusetts intercity passenger rail fund tied to a possible new gaming license (H. 3680/S. 2363), local parking assessments (H. 3756), third-party delivery fees (S. 2356/H. 3774), broader roadway pricing and congestion management measures (S. 2353/S. 2354), tolling equity and regional transit authority advisory boards (S. 2400/S. 2401), and Steamship Authority oversight reforms including board term limits (S. 2395). Testimony in favor emphasized new dedicated revenue sources, commuter rail expansion, regional equity, improved oversight, and better transit access for riders and communities that rely on public transportation. There was also testimony in opposition to the third-party delivery fee bills from Chamber of Progress, which argued the fee would raise costs for consumers, small businesses, and delivery workers, could reduce demand and jobs, and might not achieve the intended environmental benefits. Associated Builders and Contractors of Massachusetts opposed H. 3633, a transit expansion, electrification, and resiliency bill, specifically objecting to its mandatory project labor agreement requirement and saying it would limit competition and disadvantage non-union contractors and workers. Several witnesses spoke in favor of the Steamship Authority bill, saying term limits would improve transparency, accountability, and board turnover. The committee also heard detailed support for the North Central rail proposal from a legislator, the North Central Massachusetts Chamber of Commerce, and a transportation advocate, who described the bill as a way to generate long-term bonded revenue for rail infrastructure. After testimony concluded and no questions remained, the chairs entertained and received a motion to adjourn.

Transcript Highlights:

• They have them in Boston; they have them up in Portland, Maine.
• They put the cement back over the top of it. There's a post that's at the curbside.
• Um, and uh, if you in Portland, Maine.
• <01:49:40.719> There's cement back over the top of it.
• There's cement back over the top of it.

Keywords: 1191, senate, all

Bills: SB 35, SB 1113, SB 1365, SB 1394, SB 2243, SB 2245, SB 2589, SB 2199, SB 2200

Keywords: transportation, TxDOT, Texas Department of Transportation, road projects, highways, infrastructure, bridge construction, interchanges, corridor improvements, road widening, railroad grade separation, sound barrier, unified transportation program, legislative notice, project prioritization, capital projects, state highway system, Farm-to-Market Roads, San Antonio, Harris County

Transcript Highlights:

• There was focus on public transit, including extending light rail from Expo and northern Portland into
• There was focus on public transit, including extending light rail from Expo and Northern Portland into
• Yes, that's the City of Vancouver, the City of Portland, C-TRAN, TriMet, the Ports of Vancouver and Portland
• Yes, that's the City of Vancouver, the City of Portland, C-TRAN, TriMet, the Ports of Vancouver and Portland
• This is not just a Portland and Vancouver bridge. Thank you, Senator. Thank you.

Keywords: 904, all

Transcript Highlights:

• At Gregory-Portland ISD, we only just recently settled insurance claims from that storm and completed
• I'm the school board president for Gregory-Portland Independent School District.
• On behalf of Gregory-Portland Independent School District, I want to express our sincere appreciation
• I'm the school board president for Gregor Portland Independent School District.
• No, I'm sorry, GP, Gregory-Portland. Where do I have you? I know it's super small.

Summary: The Committee on Education K-16 heard testimony on SB 1635, which would give certain coastal, recapture-paying school districts a credit against recapture payments for mandatory windstorm and hail insurance costs. Senator Hinojosa said the bill is intended to offset unusually high insurance expenses for districts in Tier 1 or Tier 2 coastal zones, and he estimated about a $12 million impact to state revenue. Witnesses from Port Aransas ISD and Gregory-Portland ISD described sharp premium increases, reduced coverage, higher deductibles, and the effect on teacher pay and classroom spending. Senators asked about the number of affected districts, the accuracy of the fiscal estimate, and whether the bill might encourage districts to maintain coverage. Public testimony was closed and SB 1635 was left pending. The committee then took up several other bills and committee substitutes, adopting and reporting favorably SB 2786, SB 2623, SB 646, SB 843, SB 2392, SB 1998, SB 1418, SB 2788, and SB 2076, with most votes unanimous or near-unanimous. SB 2392 was amended to add improper relationship between educator and student to mandatory reporting offenses and to authorize an attorney general civil penalty for failure to report. SB 2623 was revised to clarify duties and exemptions related to the Safe Schools and Neighborhood Task Force and school proximity restrictions. SB 843 would create a TEA database of school district bonds and related projects, and SB 2788 would exempt certain PSAT scorers from the Texas Success Initiative assessment. The committee also heard SB 2929, which would allow referees and other officials at school athletic events to immediately eject disruptive spectators. The Texas Association of Sports Officials testified in support, citing abusive spectator behavior and a shortage of officials. SB 2929 was left pending. Finally, the committee heard a substitute for SB 2927 on 1882 partnerships and a substitute for SB 2619, which would require more transparency and accountability for failing school districts, superintendent hiring, trustee training, and takeover timelines. Testimony on SB 2619 was mixed, with one witness from Texas 2036 supporting parts of the bill’s accountability provisions. The committee adopted the substitute for SB 2619, left it pending, and then recessed subject to the call of the chair.

Transcript Highlights:

• There was focus on public transit, including extending light rail from Expo and Northern Portland into
• for most... ...for active transportation between Portland and Vancouver, and then also implementing
• Yes, that's the City of Vancouver, the City of Portland, C-TRAN, TriMet, the ports of Vancouver and Portland
• This is not just a Portland and Vancouver bridge. Thank you, Senator. Thank you.
• This is not just a Portland and Vancouver Bridge. Thank you, Senator. Thank you.

Summary: The Joint Committee on Interstate 5 Bridge met remotely with Washington legislative members to receive updates on the Interstate Bridge Replacement Program, including environmental review, cost and funding, tolling, and procurement for construction. Program staff said the final supplemental environmental impact statement was published in April 2026, with a federal record of decision expected in early summer. They described the recommended design as a single-level fixed-span bridge, centered I-5 alignment, C Street ramps, one auxiliary lane in each direction, and dispersed park-and-ride parking. Members raised concerns about transparency, the closed chat function, and the decision not to include two auxiliary lanes; staff said the one-lane option was recommended through consultation with partner agencies and analysis, but the final decision would come with the record of decision. Staff also said the diversion analysis projected less than 3% traffic diversion to I-205 in 2045, though members from Oregon and Washington expressed concern about impacts to their communities and asked for more detail on mitigation and decision-making. The committee also reviewed a major cost update. Staff said the full five-mile program is now estimated at $13.5 billion to $15.2 billion, with a likely cost of $14.4 billion, up from a 2022 estimate of $5 billion to $7.5 billion, citing inflation, schedule delays, scope changes, and more detailed risk modeling. They said the first funded phase has been reduced to a $5.68 billion package focused on the Columbia River bridge replacement, connections to I-5, Hayden Island and SR-14, bridge demolition, tolling infrastructure, and advancing light rail design. Funding for that phase was described as $5.69 billion, including $2.1 billion federal funds, $1 billion from each state, and $1.5 billion in projected toll revenue. Members asked what would happen if costs rise further; staff said the estimate includes substantial contingency, the project will use progressive design-build to manage risk, and the team will continue updating the finance plan annually. A separate tolling and traffic-revenue presentation explained that four toll scenarios were analyzed using regional travel demand modeling, a toll diversion model, and a post-processing review. All scenarios assume pre-completion tolling beginning July 1, 2028, a 50% low-income discount for eligible users, and exemptions for tribal preemptions, emergency vehicles, maintenance vehicles, and organized militia. Staff said the low-income discount would affect about 4% to 6% of annual transactions and reduce annual revenues by roughly 2% to 3%. They said Scenario 2 was used for the financial analysis and is sufficient to support the $1.5 billion toll contribution in the funded phase. Members asked about toll collection costs, revenue impacts of the discount, and how the scenarios differed; staff said collection costs are expected to be in line with other WSDOT toll facilities, but exact costs are not yet set because toll rates are not final. Finally, WSDOT staff outlined procurement and delivery steps for construction. They said WSDOT will be the lead contracting agency, using progressive design-build, with a request for qualifications targeted for early July 2026, a request for proposals in October, contractor selection in April 2027, construction starting in 2028, and tolling beginning in 2028. Staff said the approach is intended to consolidate scope, reduce interface risk, and allow transparent negotiation with an independent cost estimator, while preserving an off-ramp if a fair price cannot be reached. Members asked for more detail on timing, cost allocation, and the share of the first phase funded by tolls; staff estimated tolls account for about 26% of the first phase cost.

Transcript Highlights:

• Michelle Cavazos, the proud superintendent of Gregory Portland, and on behalf of our district and other
• In Gregory Portland ISD, like many other coastal districts, we are experiencing a sharp and unsustainable
• Coastal school districts like Gregory Portland ISD are required to carry windstorm insurance to protect
• GP, yeah, Gregory Portland. Where do I have you? I'm having a hard time finding it.
• I know maybe Gregory-Portland is probably not, but what about the smaller group?

Bills: SB2920, SB2929, SB2398, SB865, SB401, SB2619, SB2927, SB1395, SB1972, SB2540, SB1635, SB1581, SB2008

Keywords: steroids, student athletes, athletic competition, University Interscholastic League, medical purpose, gender transition, school athletics, spectator conduct, referees, ejection policy, extracurricular activities, concussion, brain injury, school policy, academic accommodations, student welfare, cardiac arrest, emergency response, CPR training, automated external defibrillators

Transcript Highlights:

• So, colleagues, even if you don't live in Portland, you may have read news about the challenges facing
• We are going to hear from the Portland Housing Bureau and then Bill Van Vleach, who is of NOAA and I
• So we have one of your colleagues from Portland, and then we have Bill, also to speak on this topic.
• And so there has been a huge challenge in the Portland area on collections of rent.
• We provide home retrofits throughout the city of Portland.

Keywords: 907, all

Summary: The committee met for a series of information sessions focused on housing stabilization, rental assistance, senior housing, and heat resilience. In the first panel, OHCS and NOAA described the state’s affordable housing preservation work, including the $35 million in 2025 stabilization funding used to reduce debt and keep distressed affordable rental projects operating, plus manufactured home park preservation efforts. OHCS said the portfolio remains under strain, with about a third of projects at debt coverage ratios of 1.0 or less and rising insurance and operating costs. NOAA urged faster closings on the stabilization awards, more funding in 2027, and broader rent assistance and process reforms. Committee members asked about the gap between current appropriations and need, and OHCS explained that the new Article 11-Q bond preservation program is structured differently and requires full refinancing rather than simple cash infusions. The committee then heard a detailed discussion of the state’s eviction prevention and rental assistance program, ORDAP. OHCS said the program is administered through community action agencies, prioritizes households at imminent risk of eviction, and is now funded at a much lower level than in the prior biennium, reducing expected service to about 8,200 households this biennium. The Oregon Law Center, a county community action agency, and Multifamily Northwest all agreed the program prevents homelessness and is effective, but they differed on whether assistance should be tied so closely to eviction court. Legal aid and community action witnesses said the current system is underfunded and that eviction filings are the clearest indicator of need, while Multifamily Northwest argued the process can push people into court unnecessarily and should be moved earlier when possible. Legislators raised questions about whether a pre-eviction model could be developed and about the costs of court involvement; one member shared a personal story about how rental assistance helped keep their family housed. Next, the governor’s office, OHCS, and OHA presented on the new senior housing initiative and healthy homes work. The governor’s housing director said Oregon is making progress on homelessness and housing production, with reductions in homelessness outside Multnomah County and an estimated 50,000 future units added to the pipeline through recent state actions. OHCS outlined the senior housing programs launched in May: a debt-financing program using elderly and disabled bond authority, an older adult housing development program funded through the senior property tax deferral revolving account, and a rehousing program for older adults that will use bridge funding and services to move at least 400 unsheltered older Oregonians into housing. OHA also described its Healthy Homes Grant Program, including $24.6 million already awarded, a new $5 million grant round for seniors and people with disabilities, and examples of home repairs and weatherization that help people remain safely housed. The final information session focused on home cooling and heat resilience. OHA presented data showing rising extreme heat days, more heat-related emergency visits, and likely undercounted heat deaths, especially among older adults, people with disabilities, low-income communities, and people without access to healthy homes. ODOE reviewed implementation of Senate Bill 1536, including a cooling needs study that found 58% of surveyed households in the studied housing types needed permanent cooling, with estimated statewide costs of $582 million to $1 billion. ODOE said its rental home heat pump and community heat pump programs have supported 4,638 installations so far, with a temporary reopening planned using remaining funds. The session ended with a remote presentation from a Community Action Partnership of Oregon representative, continuing the discussion of how community action agencies help deliver energy and anti-poverty services.

Transcript Highlights:

• the eastern Washington area, the final destination in our country, which are export ports in the Portland
• So they would go all the way from these facilities to the export ports in the Park County, Portland area
• In the Clark County, Portland area. So that's a description of that scenario.
• We don't divide it out into Longview, Kalama, Vancouver, and Portland.
• And the price is set at Portland, and anything it costs to get it there comes out of that first.

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:

• We also, this week, have a tour with City of Portland city council members coming up tomorrow.
• And we rely on our partners such as Metro, City of Vancouver, City of Portland, Such as Metro, City of
• Vancouver, City of Portland, and multiple agencies to provide that transit-oriented development that
• Portland has a lot. Portland has a lot of policies that support transit.
• Congestion doesn't just affect Portland or Vancouver.

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

Transcript Highlights:

• The first one is Defo Mabrat of Portland, who pleaded no contest last week to making a false claim for
• Also earlier this month, Tedros Gubresgebert of Portland, who owns a medical transportation company,
• Tedros Gubresgebert of Portland, who owns a medical transportation company, is charged with billing for
• Tedros Gubresgebert of Portland, who owns a medical transportation company, who is charged with billing

Keywords: 907, all

Summary: Oregon Attorney General staff held a press event on National Health Care Fraud Take Down Day to announce new Medicaid fraud enforcement actions and highlight the work of the state’s Medicaid Fraud Control Unit. The attorney general said the unit, created in 1986, has secured 348 criminal convictions, 156 civil settlements and judgments, and significant recoveries since 2010, and noted the legislature recently approved additional staffing. She framed the work as protecting vulnerable Oregonians and taxpayer dollars, and said the unit is a small multidisciplinary team of investigators, auditors, attorneys, data analysts, and a nurse investigator. The office announced criminal filings in four cases involving alleged fraud by providers or public employees, including charges against a Beaverton man tied to housing assistance funds, a Corvallis provider and company accused of billing Medicaid for services not provided, a former Lane County employee accused of improper personal purchases on a government credit card, and a Tigard man in a medical transportation-related case. The attorney general also cited recent outcomes in other cases, including a Portland nurse who pleaded no contest and was sentenced to jail, probation, and restitution for billing for services not provided. She emphasized that the defendants are presumed innocent. In response to questions, the attorney general said Oregon staff attended a recent federal meeting on Medicaid fraud despite late notice to many Democratic states, describing the issue as bipartisan even amid broader disagreements with the Trump administration. She said federal staffing cuts have made state enforcement more important and that Oregon is already evaluating how to adapt to a more complex fraud landscape. She also said the cases announced are primarily against providers and entities rather than Medicaid recipients, and that Oregon’s managed care system is not currently a major barrier to investigations.