California Air Resources Board

Summary

Expands California Environmental Quality Act (CEQA) exemptions for specified transit, bicycle, and pedestrian projects, and extends these exemptions from 2023 to 2030.

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Summary

Would have required the Bay Area Metropolitan Transportation Commission to develop and adopt a Connected Network Plan, develop a comprehensive, standardized regional transit mapping and wayfinding system, develop an implementation and maintenance strategy and funding plan, and establish open data standards, as specified. The bill would have required the region’s transit agencies, as defined, to comply with those established regional transit mapping and wayfinding system, implementation and maintenance strategy and funding plan, and open data standards, as provided. Held on Suspense in Assembly Appropriations Committee.

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Summary

Exempts university housing projects from review under the California Environmental Quality Act (CEQA) until 2030, if the projects meet specified requirements, including an independent third-party evaluation of whether the project results in net additional emission of greenhouse gases, qualifying for Leadership in Energy and Environmental Design platinum level, and other environmental and labor requirements.

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Summary

Would have prohibited the land use element from designating land uses that have the potential to significantly degrade local air, water, or soil quality or to adversely impact health outcomes in disadvantaged communities to be located, or to materially expand, within or adjacent to a disadvantaged community or a racially and ethnically concentrated area of poverty. Was not heard in the Senate Committee on Government and Finance.

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Summary

Would have retired CARB’s existing SB 375  (Steinberg, Chapter 728, Statutes of 2008) guidelines, limited CARB’s oversight of the SB 375 program, and required CARB to appoint a State-Regional Collaborative that would have set implementable 2030 and 2050 regional greenhouse gas targets by developing a point system tool, which CARB would have been required to use to assess Sustainable Communities Strategies (SCS). This bill also would have authorized metropolitan planning organizations to appeal CARB rejection of an SCS. Was not heard in the Senate Transportation Committee.

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Summary

Would have allowed, for taxable years 2023 through 2027, a credit against personal income taxes to a qualified taxpayer in an amount equal to $1,000 for each household with zero registered vehicles, as defined.

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Governor’s Veto Message

To the Members of the California State Senate: 

I am returning Senate Bill 457 without my signature.

This bill creates a $1,000 tax credit for households with no registered vehicles until the 2028 tax year and makes the credit refundable or eligible for carry over.

Addressing climate change is one of our state's highest priorities. We have made historic investments in programs to reduce emissions and improve public transportation. I support approaches to incentivize a transition from vehicles to more sustainable transportation, however the estimated cost to implement this bill is nearly one billion dollars per year and is not accounted for in the budget.

With our state facing lower-than-expected revenues over the first few months of this Appropriations year, it is important to remain disciplined when it comes to spending, particularly spending that is ongoing. We must prioritize existing obligations and priorities, including education, health care, public safety, and safety-net programs.

The Legislature sent measures with potential costs of well over $20 billion in one-time spending and more than $10 billion in ongoing commitments not accounted for in the state budget. Bills with a significant Appropriations impact, such as this measure, should be considered and accounted for as part of the annual budget process.

For these reasons, I cannot sign this bill.

Sincerely, 

Gavin Newsom

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Summary

Would have updated the SB 375 (Steinberg, Chapter 728, Statutes of 2008) program and added new requirements for the entities involved in developing Sustainable Communities Strategies (SCS). CARB would have been required to adopt additional greenhouse gas targets for 2045 and 2050 for SCSs and vehicle miles traveled targets for 2035, 2045, 2050, by 2024. CARB would have received additional time to review SCSs and been required to reject them if they were not implementable based on specific evidentiary basis. Metropolitan planning organizations would have been required to work with CARB on technical methodologies, submit draft SCS for CARB review 90 days before adoption, respond to CARB comments on the draft, and submit final SCS for CARB evaluation within 60 days after adoption. Local government would have been required to collect data on housing, jobs, and transit infrastructure and report every two years to metropolitan planning organizations demonstrating how SCS strategies are implemented, including the data described above. Was not heard in the Senate Committee on Transportation.

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Summary

Would have established a Racial Equity Commission, appointed by the Governor and Legislature, to develop a racial equity framework based on existing research, in consultation with specified public and private stakeholders, and perform other outreach, engagement, and assessment tasks to improve equity in State government. Moved to the Assembly Inactive file.

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Summary

Would have established fire hazard planning responsibilities for local governments and required cities and counties to make specified findings on fire standards prior to permitting residential development in a very high fire hazard severity zone. Also, would have established a grant program to provide funding to small jurisdictions that contain very high fire risk areas for wildfire risk reduction planning activities, to be administered by the Department of Forestry and Fire Protection. Was not heard in the Assembly Housing and Community Development

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Summary

Deems a housing development project, as defined, as an allowable use on a parcel that is within a zone where office, retail, or parking are a principally permitted use, if specified conditions are met, including requirements relating to density, public notice, comment, hearing, or other procedures, site location and size, consistency with sustainable community strategy, prevailing wage, and a skilled and trained workforce.

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