California Air Resources Board

Summary

Would have required each local publicly owned electric utility to develop a transportation electrification plan to support the levels of electric vehicle adoption required to meet the goals of putting five million zero-emission vehicles on California roads by 2030 and reducing greenhouse gas emissions to 40 percent below 1990 levels by 2030. Held on suspense in the Senate Appropriations Committee.

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Summary

Would provide a partial sales tax exclusion starting 2021 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

Expands the list of eligible projects under the California Energy Commission's Energy Conservation Assistance Account (ECAA) to include installation of energy storage systems and electric vehicle charging infrastructure. Also expands the eligible entities who can participate in the ECAA program to include California Native American tribes.

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Summary

Would create the Jobs Plan Program, under which private entities bidding on a covered public contract, as defined, over $10 million issued by a relevant public agency must include as part of their application a California Jobs Plan (CJP) form stating information about transportation infrastructure jobs created and retained. If federal funds are used in a covered public contract, the bill would require that applicants use a United States Jobs Plan (USJP). The bill would define "relevant public agency" as the Department of General Services, the California Department of Transportation, and local school districts. The bill, beginning December 1, 2022, would require CJP or USJP to be scored as a part of the overall application for the covered public contract, as specified, and be included in the awarded contract or subsidy as a material term. The bill would require Labor and Workforce Development Agency (LWDA) to create the CJP and USJP forms and procedures and criteria for public agencies to evaluate applicants for covered public contracts. The bill would require LWDA to develop a public web-based portal to which recipients of covered public contracts must upload progress reports on the commitments made in a CJP or USJP. The bill could impact contracts for electrical chargers. Moved to Assembly Inactive File.

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Summary

Would establish the Clean Vehicles Ombudsperson (Ombudsperson) within the Governor’s Office of Business and Economic Development and requires the Ombudsperson to consult with appropriate entities in identifying available programs and incentives offered by the State that can help to reduce costs and increase participation in a statewide contract or leveraged procurement agreement established by the Department of General Services (DGS) under this bill. The bill would also require the Ombudsperson to convene 2 or more workshops of an advisory committee to aid in identifying and publishing best practices in adopting zero-emission fleet vehicles for public agencies and identifying appropriate candidate vehicles for bulk purchase, leveraged procurement, or other means of widespread adoption by public entities, as specified. The bill would require the Ombudsperson to develop, and recommend that DGS adopt, criteria for evaluating vehicle purchase options or other means of widespread and streamline adoption options. Moved to the Senate Inactive File.

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Summary

Would promote medium-duty, heavy-duty, and off-road zero-emission infrastructure and electric and hydrogen refueling policies to support the State’s 2030 zero-emission vehicle and greenhouse gas reductions goals. The bill would also establish an electric rate structure, inclusive of electric charging and hydrogen refueling that incentivizes zero-emission vehicles and freight equipment across the State. Additionally, the bill establishes the Safe and Clean Truck Infrastructure Program that deploys strategies to support truck drivers with safe areas to park and zero-emission refueling stations. Was not heard in the Assembly Transportation Committee.

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Summary

Beginning January 1, 2030, requires, to the extent allowed by federal law, any autonomous vehicle that is model year 2031 or later, has a gross vehicle weight rating of less than 8,501 pounds, and is equipped with Level 3, 4, or 5 automation (as defined by SAE International) to be a zero-emission vehicle, as defined, to be operated on California public roads.

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Summary

Early action budget package that amends the 2020-21 Budget Act. Among other things, the bill appropriates money from the Greenhouse Gas Reduction Fund (GGRF) for wildfire prevention, natural resources, and forest resiliency. The bill also makes re-appropriations to extend encumbrance and expenditure dates for GGRF appropriations. 

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Summary

Would require the Department of Housing and Community Development (HCD) and the California Building Standards Commission (CBSC) to research, develop, and propose for adoption building standards for the installation of future electric vehicle (EV) charging infrastructure for parking spaces in existing non-residential buildings. The bill would direct HCD and CBSC to propose these new requirements on or before July 1, 2024, or in the next interim California Green Building Standards Code cycle, whichever is sooner. The bill would also require HCD to take specified factors into account when considering proposed building standards for future EV charging infrastructure in existing multifamily dwellings. Lastly, the bill would require HCD and CBSC to review the EV charging infrastructure standards for multifamily dwellings and non-residential buildings every 18 months and update them as needed.  Moved to the Senate Inactive File.

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Summary

Would provide a 40 percent personal income and corporate tax credit, from January 1, 2021 through December 31, 2025, to building owners and developers for the installation of Level 2 electric vehicle (EV) chargers and direct current fast chargers (DCFC) in multifamily dwellings and nonresidential buildings. The bill would cap these tax incentives at $500 per year per Level 2 or higher EV charger, and $2,500 per year per DCFC. Was not heard in the Assembly Housing and Community Development Committee.

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