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 432 revises Montana's utility relocation laws by clarifying definitions related to infrastructure moving costs and expanding the scope of covered services. It specifically defines "cost of relocation" to exclude engineering expenses and broadens "utility" to include water/sewer systems, cable providers, and broadband services. This bill directly affects utilities needing to relocate infrastructure (like pipes or poles) for highway projects, ensuring clearer cost calculations and broader service coverage under state law.
SB 454 proposes significant revisions to Montana's commercial tow truck regulations. It establishes new classification standards for tow trucks (Classes A-E) based on equipment capacity and chassis requirements, replacing previous ratings. The bill also mandates certification for operators (75% of employees for companies, or 1 year of experience for individuals), requires equipment to meet updated safety standards, and clarifies requirements for participating in the law enforcement rotation system. These changes directly affect tow truck operators, companies, and the Montana Highway Patrol, which oversees inspections and classification. The bill was introduced in 2025 but died in committee without becoming law.
SB 359 would have prohibited holding or using handheld mobile devices while driving in Montana, including texting, watching videos, or recording content, except for hands-free navigation or voice calls. It would have required drivers to use hands-free devices for calls and navigation, with exceptions for emergency vehicles, law enforcement, and work-related radio use. Violations would have carried civil penalties of $75-$149 for a first offense and $150-$250 for repeat offenses. The bill aimed to reduce distracted driving by clarifying restrictions on device use and defining terms like "portable wireless communication device" in Montana law.
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.
Senate Bill 387 aimed to revise state laws concerning electrically assisted bicycles. The bill proposed providing specific definitions for these types of bicycles and amending existing sections of state law, including 61-1-101 and 61-8-102, MCA. This legislation sought to clarify how electrically assisted bicycles are classified and regulated within the state.
SB 24 increases fines for railroad companies that obstruct highway crossings outside incorporated cities. It raises penalties from $25-$100 to $750-$1,500 for blocking crossings (e.g., stopping trains over 15 minutes or leaving objects on tracks) under existing Montana law. The bill directly affects rail operators and entities managing railroad infrastructure. It amends Section 69-14-626, MCA, with immediate effect, and was requested by the Public Service Commission. The change aims to strengthen enforcement of crossing safety rules without altering the core prohibition.
SB 556 creates a state Board of Passenger Ropeway Safety to oversee the safety of ski lifts and similar systems (called "passenger ropeways") in Montana. It requires all ski area operators to register their ropeways annually with the board, pay fees ($100-$300 per device), and undergo inspections to meet safety standards. The board, appointed by the governor and including ski industry representatives, will set safety rules, issue annual operating certificates, and collect fees to fund its operations. This directly affects ski resorts and operators by adding registration, inspection, and fee requirements for their ropeway systems. The bill does not change liability laws for ski-related injuries but focuses on mechanical safety oversight.
SB 324 revises vehicle registration fees for high-end vehicles, adding a 1% fee based on the vehicle's manufacturer's suggested retail price (MSRP) for the first year of registration after January 1, 2026, for cars over $150,000 and motorhomes over $300,000. It directly affects owners of these high-value vehicles, replacing a flat annual add-on fee with the percentage-based assessment. Revenue from these fees will fund two specific programs: grants for bridge projects through the Department of Transportation and services for crime victims via the Board of Crime Control. The bill also updates related sections of Montana law governing registration fees and special revenue accounts.
SB 327 does not change motor vehicle registration fees themselves but revises the formula for distributing revenue from vehicle-related fees to local governments. It amends Montana law (sections 15-1-121, 15-1-122, 61-3-321, and 61-3-562) to adjust how entitlement share payments are calculated for counties, cities, and towns. The bill updates the growth rate calculation for these payments, basing it on specific state revenue sources like vehicle fees (from section 61-3-321) and income taxes, rather than using the previous method. This directly affects all local governments receiving these annual revenue distributions. The bill was referred to the Taxation committee and died in committee in May 2025.
