HB 924 creates the Montana Growth and Opportunity Trust, funded by half of the state's unpredictable revenue (like capital gains or oil royalties) starting in 2027. Interest income from the trust is split: half distributes $15 million annually to five specific programs (disaster resiliency, property tax relief, water development, bridge repairs, and early childhood care), while the other half reinvests in pension funds and housing infrastructure. The bill establishes new accounts for these programs and sets rules for calculating volatile revenue using historical data to stabilize budgeting. It directly affects state budgeting, early childhood services, infrastructure projects, and pension systems through mandatory funding allocations.
SB 455 would prohibit towing companies and tow truck operators from soliciting services at accident scenes or near disabled vehicles. It requires written proof of service requests (including vehicle details, timestamps, and requester information) and imposes fines and suspension penalties for violations, with escalating penalties for repeat offenses. The bill directly affects towing businesses, vehicle owners, and law enforcement (who must maintain records for 3 years and can request documentation within 48 hours). It amends existing towing regulations to prioritize safety and transparency, though it died in committee on May 23, 2025, and is not law.
HB 848 aimed to provide dedicated funding for regional rail authorities in the state. The bill proposed creating a "Big Sky Rail Account" within the state special revenue fund, which would receive a portion of rental car sales and use tax proceeds. The Department of Transportation would then annually distribute these funds to eligible regional rail authorities. These authorities could use the money for administrative costs, matching federal grants, fostering partnerships, and planning, developing, and operating rail projects and services, such as enhancing safety, improving stations, and exploring new train routes.
HB 731 requires airports that receive public funding to provide specific services to light aircraft at no cost. These services include allowing light aircraft to land, taxi, and park with tie-downs for up to three days. Publicly funded airports must also provide access for passengers and aircrew through security fencing. The bill defines "light aircraft" as those weighing less than 9,000 pounds operating under a specific federal regulation.
HB 773, known as "Noah's Act," aimed to streamline transportation planning by reducing redundant reviews for certain projects. It would have eliminated the need for the Transportation Commission to re-review long-range transportation plans and associated projects that were already adopted by Metropolitan Planning Organizations (MPOs) and approved by the Department of Transportation. Instead, these projects, including urban street and nonoperational safety improvements, would be approved by a department district administrator. For communities without MPOs, department district administrators would also gain authority to approve smaller projects without Commission approval, intending to enhance local transportation efficiency.
House Bill 784 proposed to revise the method for distributing state revenue to Montana's local governments for road construction and maintenance. The bill introduced "daily vehicle miles traveled" as a new factor in the funding allocation formula for counties, cities, and towns. Consequently, it would have reduced the percentage weight of existing factors such as rural road mileage, population, land area, and street mileage in determining each local government's share. These changes aimed to adjust how counties, cities, and towns receive funds to maintain their local roads and streets, with an effective date of July 1, 2025.
HB 405 proposed to increase the maximum reimbursement rates that school districts receive from state and county sources for student transportation. The bill specifically raised the per-mile rates for school buses of different passenger capacities, as well as for non-bus mileage. The intent was to lower school district property taxes designated for transportation expenses. These changes would have applied to school district transportation budgets starting July 1, 2025.
HB 933, the "Montana Railroad Crossing Clarity Act," would establish a framework for utilities to place infrastructure within railroad rights-of-way and adjacent railroad land. It outlines an application process requiring utilities to provide notice, project drawings, and a certificate of insurance to railroads. The bill sets limits on the one-time crossing fees and potential annual fees that utilities would pay for these crossings. Utilities could commence construction 30 days after a complete application, unless a railroad objects due to safety concerns, with provisions for dispute resolution.
HB 103 aimed to establish a Montana Rail Inspection Program to supervise and inspect railroads operating within the state. The bill proposed creating a dedicated Montana rail inspection account in the state special revenue fund. This account would be funded by diverting 8% of taxes collected from railroad car company property. The program was mandated to employ specific inspectors for motive power, equipment, track, and operating practices, along with administrative staff.
House Bill 172 revises the process for prioritizing highway construction and reconstruction projects. It requires the Transportation Interim Committee to prepare a joint resolution for each legislative session, recommending specific projects for the Transportation Commission to prioritize. The bill also mandates that the Transportation Commission report biennially to the committee on the status of these recommended projects, explaining any reasons why a project was not prioritized. The Department of Transportation is tasked with assisting the Commission in considering these legislative recommendations.
