California Air Resources Board

Summary 

Would have required the Department of General Services (DGS) to require a zero-emission vehicle (ZEV) supplier for state vehicle fleets to certify that the raw materials utilized for the manufacturing of the supplied ZEVs were not mined by child labor. This bill would have also required the ZEV supplier to certify to DGS the locations and hourly wage of the workers that mined the raw materials. This bill also requires DGS to post on its website the specified information provided by the ZEV supplier. Held on suspense in the Senate Appropriations Committee. 

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Summary 

Would have required the California Energy Commission (CEC) to create an incentive program that provides grants to facilitate electric vehicle sharing services operated at affordable multifamily housing properties. The bill would have limited grantees to non-profits, public agencies/local governments, and air districts. Held on suspense in the Senate Appropriations Committee.

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Summary 

Would have required CARB to establish the Zero-Emission Aftermarket Conversion Project (ZACP) to provide an applicant with a rebate for the aftermarket conversion of a motor vehicle into a zero-emission vehicle (ZEV). This bill would have also required, upon appropriation by the Legislature in the annual Budget Act or at the discretion of CARB, to fund the program using funds available from a clean transportation program that is in effect on or after the date CARB establishes ZACP. The bill would have also required CARB’s guidelines to require that an eligible ZEV have a range of at least 100 miles and have completed an inspection of safety systems and components by a licensee of the Bureau of Automotive Repair, as provided.

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Governor’s Veto Message 

To the Members of the California State Senate:  

I am returning Senate Bill 301 without my signature.  

This bill would require the California Air Resources Board (CARB) to establish the Zero-Emission Aftermarket Conversion Project (ZACP) to provide an applicant with a financial rebate for converting a gasoline- or diesel-fueled vehicle into a zero-emission vehicle (ZEV).  

California is showing the world what's possible - fostering innovation and creating space for an industry to flourish as the sale of ZEVs reach record highs, with over 1 .8 million ZEVs now on California's roads. The state continues to invest billions of dollars in ZEV deployment and supporting infrastructure to achieve our ambitious climate and clean air goals.  

While I share the author's desire to further accelerate the state's transition to ZEVs, this bill creates a new program at a time when the state faces a $44.9 billion shortfall for the 2024-25 fiscal year. Additionally, there is no funding currently identified or available in the state budget to support this new program. 

For these reasons, I cannot sign this bill. 

Sincerely, 

Gavin Newsom 

View Governor’s veto message here 

Summary 

Would have prohibited CARB, by January 1, 2026, from enforcing any regulation requiring the purchase and use of zero-emission trucks that have greater than 8,500 pounds gross vehicle weight rating operating at land ports of entry, which the bill defined as land ports of entry on the California-Mexico border within a commercial zone. This bill would have also required CARB, after January 1, 2026, if enforcing regulations requiring the purchase and use of zero-emission trucks with greater than 8,500 pounds gross vehicle weight rating operating at a land port of entry within a commercial zone, to have the burden of proof that a regulated fleet operator has reasonable access to an economically feasible charging or fueling infrastructure. This bill would have also provided a number of exemptions to heavy-duty truck electrification regulations. Was not heard in the Assembly Transportation Committee. 

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Summary 

Would have required CARB, upon appropriation by the Legislature, to ensure that beginning January 1, 2025, an additional incentive is awarded under any light-duty zero-emission vehicle (ZEV) incentive program to program participants who qualify as a gasoline or diesel superuser, as determined by CARB. Additionally, this bill would have required CARB, on or before January 1, 2025, to develop and implement a strategy for doing all of the following: (1) Identifying the drivers who use the most gasoline or diesel and are low income or moderate income; (2) Expediting the replacement of gasoline- or diesel-powered vehicles of these drivers; (3) Identifying barriers that prevent gasoline or diesel superusers from accessing ZEV incentive programs; (4) Developing outreach protocols. Held on suspense in the Assembly Appropriations Committee. 

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Summary 

Would have required CARB to ensure, when implementing the Clean Cars 4 All (CC4A) Program, incentives provided under the program are available and distributed in all areas where air districts have elected to not manage the distribution of these incentives. This bill would have also required CARB to prioritize vehicle retirement in areas with the highest percentage of people in disadvantaged and low-income communities. This bill would have required CARB to address the funding for targeted outreach in low-income or disadvantaged communities with the highest number of vehicles manufactured before 2004, or that are at least 20 years old that are driven most and have the poorest fuel economy. This bill would have required CARB, in allocating funding to local air districts participating in the program and to the portion of the program managed by CARB, to consider additional metrics relating to retired vehicles. 

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Governor’s Veto Message 

To the Members of the California State Assembly:  

I am returning Assembly Bill 2401 without my signature.  

This bill would require the California Air Resources Board (CARB) to make several changes to the Clean Cars 4 All (CC4A) Program, including but not limited to codifying a statewide CC4A program, potentially reallocating funds between statewide and air district-run programs, expanding reporting requirements, and prioritizing certain recipients who drive older vehicles in greater amounts in more pollution-burdened areas.  

The CC4A program has helped thousands of lower-income residents living in some of the most disadvantaged and air-polluted areas of the state replace their old higher-polluting vehicles with newer, cleaner vehicles. The program is designed to be consumer-focused, and its appeal is its ease of access and straightforward eligibility and participation requirements.  

Unfortunately, while the intent of this bill is laudable, the new application requirements it would impose on the CC4A program recipients are onerous and will discourage some of the lowest-income residents in California from participating. In addition, the new verification requirements would necessitate constant and costly monitoring by CARB of recipient driving patterns, further discouraging program participation and thereby preventing continued reductions in local air pollution and greenhouse gas emissions from being realized. 

Sincerely, 

Gavin Newsom 

View Governor’s veto message here 

Summary 

Would have authorized CARB to provide a voucher under the California Hybrid and Zero-Emission Truck and Bus Voucher Program (HVIP) for zero-emission vehicles that meet the following requirements:  
(a) has a gross weight exceeding 8,500 pounds; 
(b) is purchased for fleet operations by a public or private fleet owning one or more medium- and heavy-duty vehicles;  
(c) is not a "house car" that is equipped for human habitation. 

Was not heard in the Assembly Transportation Committee. 

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Summary 

Would have required the California Air Resources Board (CARB) to include drones as an eligible agricultural equipment under the Clean Off-Road Equipment Voucher Incentive Project (CORE) as part of the Air Quality Improvement Program (AQIP). Held on suspense in the Assembly Appropriations Committee. 

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Summary

Would have required CARB, if it proposed a regulation to regulate an on-road mobile source, to prepare a lifecycle analysis, as defined, of any technology required by the regulation. The scope of environmental impacts in the lifecycle analysis would have been required to include, but would not have been limited to, the assessment from raw material extraction and processing, through the product’s manufacture, distribution, and use, to the recycling or final disposal of the materials composing it. The assessments would have been required to include, but would not have been limited to, consideration of carbon dioxide emissions. Was not heard in the Assembly Appropriations Committee.

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Summary 

Would have required the California Energy Commission to form a 21-member Alternative Fuels Infrastructure Taskforce, upon appropriation by the Legislature, and would have required the taskforce to prepare a report by January 1, 2027, with information on existing fueling infrastructure and recommendations for how it might be used in conjunction with alternative fuels infrastructure at retail gasoline fueling stations, among other things.

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Governor’s Veto Message

To the Members of the California State Senate:

I am returning Senate Bill 983 without my signature.

This bill would require the California Energy Commission (CEC) to form the Alternative Fuels Infrastructure Task Force to conduct a study with information and recommendations on existing fueling infrastructure and how it might be used in conjunction with alternative fuels infrastructure at retail gasoline fueling stations.

This bill's implementation would result in additional cost pressure on the CEC's primary operating fund. Additionally, many provisions of this bill are duplicative of existing law, which requires the CEC, in consultation with various state entities, to prepare a transportation fuels transition plan.

For these reasons, I cannot sign this bill.

Sincerely,

Gavin Newsom

View Governor’s veto message here