California Air Resources Board

Summary

Would have exempted certain leased zero-emission medium- or heavy-duty trucks from vehicle license and registration and weight fees, as well as exempting the fuel for these vehicles from sales tax. Eligible vehicles were those leased after July 1, 2022. Was not heard in the Assembly Revenue and Taxation Committee.

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Summary

Would have provided a partial sales tax exclusion starting 2023 for the sale of zero-emission or near-zero-emission drayage trucks that qualify for the Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project, Carl Moyer, or Volkswagen mitigation programs. Was not heard in the Assembly Revenue and Taxation Committee.

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Summary

Would have required the California Public Utilities Commission (CPUC), the California Energy Commission, and CARB, in consultation with all balancing authorities, to develop a strategy by January 1, 2024, on how to achieve the SB 100 (De León, Chapter 312, Statutes of 2018) policy of achieving the 100 percent renewable and zero-carbon resources goal by the end of 2045 in a cost-effective and environmentally beneficial manner. Specifically, the strategy would have been required to achieve a target of at least five Gigawatt-hours of “operational long-term backup electricity” by the end of 2030, and in each subsequent year beginning 2031 through 2045. The strategy would have been required to address carbon sequestration and storage of emissions from conventional power plants. By January 1, 2024, CPUC would have been required to submit the strategy in a report to the Legislature and every four years thereafter through January 1, 2044, detailing the progress made on achieving the targets of the strategy. Was not heard in the Assembly Utilities and Energy Committee.

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Summary

Would have required Strategic Growth Council to coordinate and convene at least two meetings each calendar year with specified State agencies, including CARB, and regional entities, to coordinate their implementation of sustainable transportation policies including vehicle miles traveled reduction goals, zero-emission vehicle deployment goals, transit goals, and active transportation goals. The bill would have required those State agencies and regional entities, on or before December 31, 2023, and each year thereafter, to collaboratively develop a summary of actions undertaken as part of the meetings and would have required the summary to be publicly available on the Strategic Growth Council’s internet website. Moved to the Assembly Inactive File.

Summary

Would have provided an exemption from the State General Fund portion of the Sales and Use Tax (3.9375 percent) for qualified motor vehicles, which are defined as meeting the following requirements: (1) a vehicle eligible for an incentive under CARB’s Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP); (2) a zero-emission vehicle over 8,500 Gross Vehicle Weight Rating (GVWR); (3) the purchase of the vehicle was not made using a voucher through HVIP; and (4) is a new vehicle. This bill also would have required CARB to maintain an updated website listing vehicle eligibility. This bill would have required the California Department of Tax and Fee Administration to provide a report to the Assembly Committee on Revenue and Taxation and the Senate Committee on Governance and Finance on the use of the exemption. This bill would also have specified that for sales made on or after January 1, 2025, the exemption does not apply to transactions where the purchaser has received an HVIP voucher. Finally, this bill provisions would have sunset and been repealed on January 1, 2027. Held on suspense in the Assembly Appropriations Committee.

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Summary

Would have changed retention rules surrounding information captured by automatic license plate readers (ALPR).  Current law authorizes the Department of the California Highway Patrol to retain license plate data captured by license plate reader technology for not more than 60 days unless the data is being used as evidence, or for the investigation of felonies. This data can be shared with law enforcement agencies and requires both an ALPR operator and an ALPR end-user, as those terms are defined, to implement a usage and privacy policy regarding that ALPR information. This bill would have required, if the ALPR operator or ALPR end-user is a public agency and not an airport authority, ALPR data be destroyed within 24 hours if it does not match a hot list. Held on suspense in the Senate Appropriations Committee.

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Summary

Would have clarified that for taxable years beginning on or after January 1, 2022, gross income does not include moneys awarded to a taxpayer pursuant to the Clean Cars 4 All Program (Article 11 (commencing with Section 44124.5) of Chapter 5 of Part 5 of Division 26 of the Health and Safety Code). Was not heard in the Assembly Transportation Committee.

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Summary

Would have required CARB, by January 1, 2024, to develop a tool to calculate the average annual gallons of gasoline or diesel that a particular vehicle has used and ensure, when administering incentive programs for light-duty zero-emission vehicles, including but not limited to the Clean Vehicle Rebate Project, Clean Cars 4 All, and the Clean Vehicle Assistance program, that incentives awarded under applicable programs be awarded based on the average annual gallons of gasoline or diesel that the applicant’s vehicle consumed. The bill also would have required incentive amounts to be set at a level that maximizes the displacement of gasoline or diesel and the reduction of emissions criteria pollutants per dollar spent. Additionally, the bill would have required, in order to ensure equity is prioritized, that incentive amounts be further modified to ensure that additional per gallon incentive payments are provided to an applicant of a ZEV incentive program if the applicant is either low or moderate income or resides in an under-resourced community. Finally, the bill also would have required, by January 1, 2024 and biennially afterwards, a legislatively mandated report that includes: (1) Actual gasoline or diesel and criteria emissions reduced per dollar spent on ZEV incentives under applicable programs; (2) The impacts of ZEV incentive spending in terms of quantifiable emissions reductions and transportation savings within under-resourced communities and among low- to middle-income individuals; and (3) The changes in annual gasoline and diesel use at local levels by census tract or ZIP Code. Held on suspense in the Assembly Appropriations Committee.

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Summary

Would have made explicit the inclusion of Commercial Harbor Craft (CHC) as eligible for funding in CARB’s Low Carbon Transportation program and Air Quality Improvement Program. The bill would have also added CHC as eligible for both the California Energy Commission’s Clean Transportation Program and Caltrans' Low Carbon Transit Operations Program. Held on suspense in the Senate Appropriations Committee.

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Summary

Would have required, beginning January 1, 2035, 100 percent of all newly purchased or contracted school buses of a local educational agency (LEA) to be zero-emission, where feasible. The bill would have defined an LEA as a school district, county office of education, or charter school. If a local educational agency determined that the purchase or contracting of a zero-emission school bus was not feasible due to both terrain and route constraints, the local educational agency would have been able to request a one-time extension for a term not to exceed five years from CARB. Held on suspense in the Senate Appropriations Committee.

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