HB 4426 creates a special State Road Construction Account within the State Road Fund to provide dedicated highway construction and maintenance funding for 10 specific West Virginia counties: Raleigh, Fayette, Wyoming, Mercer, Kanawha, Greenbrier, Monroe, Summers, McDowell, and Nicholas. The bill explicitly requires that funds from this new account must be in addition to, not reduce, existing highway funding those counties receive from the general State Road Fund. It ensures counties listed in the bill will not lose their regular highway funding simply because they receive money from this new account. The account will be used for highway projects in these counties as defined in specific transportation plans from 2017.
SB 447 amends West Virginia's Industrial Access Road Fund to clarify spending rules and raise monetary limits. It increases the annual county allocation cap for unmatched funds from $400,000 to $800,000 and sets a $300,000 cap for matched funds. The fund can only finance roads to existing or planned industrial sites (e.g., manufacturing, distribution, or West Virginia Business Ready Sites Program locations), not schools, shopping centers, or private property. Counties must provide surety bonds if sites aren't built on time, and projects require Division of Highways approval within 90 days.
HB 4431 requires West Virginia's Parkways Authority to obtain approval from both the Legislature and Governor before issuing new bonds for parkway projects. It also mandates that tolls on parkways must be removed six months after the bonds used for construction are fully paid off. The bill restricts bond proceeds to only parkway projects (not economic development or tourism initiatives) and clarifies that bonds can be issued for highways using Appalachian Regional Commission funds. This ensures legislative oversight of bond issuances and creates a clear timeline for toll removal.
This bill requires West Virginia's Commissioner of Highways to create a formula for distributing state and federal road funds among the state's 10 road districts by 2027. The formula must consider specific factors like county population (from census data), road mileage, traffic volume, heavy truck usage, and bridge conditions to ensure funds are allocated based on actual needs. Before finalizing the formula, the Commissioner must gather public input through a six-week comment period and publish all feedback online. The proposed formula must be submitted to the Legislature for approval as a rule, guaranteeing districts cannot receive less funding than their highest previous five-year allocation unless the overall highway budget decreases.
SB 407 allows homeowners' associations and similar entities to upgrade orphan roads at their own expense to qualify for inclusion in the state road system. To qualify, these roads must secure necessary rights-of-way - either through property owner dedication or by the entity donating funds to the state road fund for acquisition. The West Virginia Division of Highways can then accept the upgraded road for maintenance if it meets state standards. This bill directly affects groups maintaining orphan roads, defined as public roads not maintained by any government agency and without a responsible private owner.
HB 4421 requires the West Virginia Parkways Authority to stop charging tolls on the West Virginia Turnpike once all bonds issued for the project (plus interest) have been fully paid or secured in trust. The bill mandates that toll collection must end within 90 days of the final bond payment, and all toll facilities must be removed. This directly affects drivers who use the Turnpike (by eliminating toll fees) and the Parkways Authority (which must cease toll operations). The Turnpike will then transfer to the state Division of Highways for maintenance at no cost to drivers.
SB 79 creates a tax credit for West Virginia businesses that invest in road or highway infrastructure projects or coal production and processing facilities. Eligible taxpayers - such as corporations and consolidated groups subject to the state's severance tax - can claim the credit based on qualified expenditures like labor, materials, equipment, and real property costs for these projects. Businesses must apply for certification before claiming the credit for road projects, and unused credits can be carried forward to future tax years. The credit is transferable to business successors, and failure to maintain required records may trigger penalties.
HB 5013 requires West Virginia's Commissioner of Highways to create a formula for distributing road funds among counties. It mandates setting aside 20% of the state road fund to reimburse counties for local funds spent on feeder and state local roads (like county-maintained roads), with reimbursements distributed either on a matching basis or proportionally if requests exceed the allocated amount. The remaining 80% of funds must be allocated for road maintenance and construction based on road types (paved, gravel, or unimproved) and unimproved road mileage. The formula must consider specific factors and be submitted to the Legislature for approval, with public meetings required to gather input on the distribution method.
HB 4530 creates a dedicated fund within West Virginia's State Road Fund to improve traffic intersections near large retail operations like shopping malls, grocery stores, and warehouses. County officials must submit annual priority lists of needed upgrades (based on traffic counts and local urgency) to the Division of Highways, which administers the program. The fund finances specific fixes such as adding turning lanes, updating traffic signals, adjusting signal timing, and improving drop-off/pick-up areas to reduce congestion. Projects must occur on eligible state highways and directly address retail-impacted intersections, with funding limited to these designated improvements.
SB 444 amends West Virginia law to improve how the Industrial Access Road Fund is managed and used. It allows counties to retain unobligated funds for three years (instead of reverting immediately) and enables counties within regional economic development organizations to pool funds for shared industrial road projects across county lines. The bill also waives surety bond requirements for federally funded projects and clarifies that funds can cover signage, safety upgrades, and matching federal infrastructure projects. This directly affects counties, municipalities, and industrial developers seeking to build or improve roads connecting to manufacturing, distribution, or economic development sites.
