HB 4143 changes how Michigan allocates corporate income tax revenue. Starting in the 2025-2026 fiscal year, it directs $500 million annually to county road commissions and $500 million to cities/villages for local road projects. After 2026, all corporate tax revenue from this source will fund the Michigan Transportation Fund, which distributes money for state transportation projects. This directly affects local governments receiving road funding and state budget allocations for transportation infrastructure.
HB 4210 amends Michigan's sales tax distribution rules to adjust funding for the Comprehensive Transportation Fund. It changes the percentage of sales tax revenue from car-related purchases (fuels, vehicles, parts/accessories sold by dealers/gas stations) allocated to this fund: 27.9% until September 2025, 60% for fiscal year 2025-2026, then 25% annually starting October 2026. The bill also maintains existing allocations for school aid (60%), city revenue sharing (15%), and specifies that 35% of aviation fuel tax revenue goes to the State Aeronautics Fund while 65% funds qualified airports. These changes directly affect businesses selling vehicles, fuel, and parts, and govern how transportation funding is structured.
Senate Bill 265 amends the law governing the Michigan Transportation Fund, affecting how the State Transportation Department, counties, cities, and villages allocate funds. The bill mandates that at least 1% of these funds must be expended on constructing, improving, maintaining, or repairing nonmotorized transportation infrastructure, explicitly stating that "maintaining" does not include snow removal. It broadens the definition of qualified nonmotorized facilities and allows the 1% spending requirement to be met as an average over a 10-year period. Additionally, the bill requires these government entities to develop 5-year programs for nonmotorized facility improvements and consult with other jurisdictions on related projects.
SB 174 is a routine appropriations bill that allocates $6.9 billion in funding for Michigan's State Transportation Department for fiscal year 2025-2026. It specifies funding sources including $2.3 billion in federal revenues, $4.5 billion in state restricted revenues, and $2 million from the state general fund. The bill details how funds will be distributed across department operations, infrastructure maintenance, debt service (like the State Trunkline Fund), and interdepartmental grants to other state agencies. This bill does not create new policies or affect specific groups - it solely authorizes the spending of existing funds for transportation department activities.
This bill allocates state funds to the Michigan Transportation Department for the 2025-2026 fiscal year (ending September 30, 2026). It provides the necessary budget authority for the department to operate and maintain state transportation infrastructure during that period. As a routine appropriations measure, it does not create new policies or directly affect residents or businesses beyond funding existing transportation programs. The bill's sole purpose is to authorize spending for the department's ongoing operations.
HB 4735 requires operators of heavy vehicles (59,999 pounds or more) to report quarterly miles driven in Michigan and pay a $0.0285 per mile "weight-distance fee" starting January 1, 2027. It allows for a $40, 10-day unlimited-mile pass to temporarily avoid reporting and fees. Penalties include fines for missed reports (2% of estimated fee or $100 min), misreporting (50% of fee), and late payments (2% per 30 days, with interest). The bill directly affects commercial trucking operators and owners of large vehicles operating on Michigan public highways.
HB 4875 mandates annual state funding of at least $125 million starting in fiscal year 2026 to cover school transportation costs for students. It directly affects Michigan public school districts by requiring dedicated state appropriations for pupil transportation, as defined under existing state school aid law. The bill creates a permanent funding mechanism ensuring consistent support for school bus services and related operational costs. This provision applies specifically to transportation services for students, not general school funding. The bill is currently under review in the Appropriations Committee after its introduction on September 11, 2025.
HB 4721 creates tax credits for biodiesel sales and production in Michigan, effective 2025-2030. Retail fuel dealers receive credits of $0.02-$0.07 per gallon for selling biodiesel blends (6-9%, 10-19%, or 20%+), while biodiesel producers get $0.02 per gallon. Total credits are capped at $16 million annually for retailers and $2 million for producers, with excess claims distributed proportionally. The bill directly affects Michigan fuel retailers and biodiesel producers by reducing their income tax liability based on specific blend volumes sold or produced.
HB 4722 creates tax credits to incentivize biodiesel use in Michigan. Retail fuel dealers selling biodiesel blends (6-9% at $0.02/gal, 10-19% at $0.05/gal, 20%+ at $0.07/gal) can claim credits, while biodiesel producers get $0.02 per gallon produced. Credits apply for tax years 2025-2030, with a $16 million total cap for retailers and a $2 million cap for producers. This directly affects Michigan fuel retailers and biodiesel manufacturers by reducing their income tax liability for qualifying sales and production.
HB 5029 modifies Michigan's Movable Bridge Fund to clarify how funds are distributed for the operation of publicly owned movable bridges (like drawbridges). It requires bridge owners and operators to submit annual operational cost data, which the state transportation department uses to calculate fund distributions based on estimated costs. The fund, which retains unused money year-to-year, may also cover required federal bridge inspections or analyses if no other funding exists - until December 2030. Operational costs covered include routine operation expenses (e.g., staffing), but exclude maintenance, repairs, or capital improvements.
