California Air Resources Board

Would have suspended the Low Carbon Fuel Standard, the application of the Cap-and-Invest program to transportation fuels, and the imposition of the tax on motor vehicle fuels for one year from the effective date of the bill. Would have required all savings from the suspensions to be passed on to an end consumer, with specified enforcement mechanisms. Would have required the Controller to transfer funding from the General Fund to the Greenhouse Gas Reduction Fund equivalent to the sale of allowances to the suppliers of transportation fuels in the 2024-2025 fiscal year. Would have also required the Controller to transfer funds from the General Fund to the Motor Vehicle Fuel Account in the Transportation Tax Fund equivalent to the loss in revenue from the suspension of the tax on motor vehicle fuels.  Was not heard in Senate Environmental Quality Committee. 

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Would have required the California Natural Resources Agency (CNRA) by January 1, 2028, in collaboration with CARB, other agencies, and the expert advisory committee on natural carbon sequestration, to develop an integrated nature-based climate strategy to link waste diversion goals with soil health practices on natural and working lands. Would have required recommendations to be consistent with the State's targets for natural carbon sequestration and nature-based solutions, the Scoping Plan, and CNRA's Natural and Working Lands Climate Strategy. The bill requires CNRA by January 1, 2028 to publish the strategy on its website and publish annual updates. Held on suspense in the Assembly Appropriations Committee. 

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Would have created a rebuttable presumption to any suit or complaint brought under Section 17580.5 if the person's environmental marketing claim was based on the voluntary use of a carbon credit and was issued by a carbon crediting program approved by CARB or by the International Civil Aviation Organization. It also would have created a rebuttable presumption to any suit or complaint if the carbon crediting program met specified requirements, including adopting clean methodologies, defines and publicly discloses the level at which activities are allowed, establishes and publicly discloses procedures for carbon credit issuance and retirement, possesses specified mechanisms for tracking units, possesses specified requirements for verification, and program governance. Would have required CARB, within an unspecified number of days of January 1, 2028, to publish and maintain a list of carbon crediting programs that satisfy the bill's requirements. Finally, the bill would have set requirements for third-party credit validation and verification bodies for purposes of the bill and sunset January 1, 2032. Held on suspense in the Assembly Appropriations Committee. 

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Would have required CARB to conduct a comprehensive assessment of how much decarbonized gaseous fuel the State will need to help reduce emissions in end uses that are hard to electrify by December 31, 2029. This assessment would have included an evaluation of policies and incentives to accelerate the production and use of decarbonized gaseous fuels, including consideration of economic viability and whether the policies are consistent with carbon reductions in the 2022 and 2027 Scoping Plans. Held on suspense in the Assembly Appropriations Committee. 

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Would have required CARB to add a due date of December 31, 2026, for the first biennial report following the full implementation of the Clean Truck Check program. Moved to the Senate Inactive File.  

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Would have required CARB, in consultation with the California Energy Commission (CEC), before adopting or amending a regulation that imposes costs on gasoline refiners, distributors, or retailers, to make public an estimate of the impact on retail gasoline prices. Would have required the estimate to include a maximum estimated impact on retail gasoline prices that assumes the maximum possible cost to refiners, distributors, or retailers, and that all costs are passed on to consumers. Was not heard in the Assembly Natural Resources Committee.  

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Would have voided amendments to the Low Carbon Fuel Standard that were adopted by the California Air Resources Board in November 2024. Was not heard in the Assembly Natural Resources Committee.  

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Would have created a Lower Emissions Cargo Handling Equipment Pilot program and prohibited CARB from adopting a future regulation that requires the replacement of cargo handling equipment before the end of its useful life if it was (1) purchasedbefore December 31, 2027, (2) met the EU zero-emission standard, and (3) met specified certification and labeling requirements. This bill stated that it is self-executing and did not require any implementing or interpretive rulemaking by CARB or any other agency to become operative. Amended todeal with ensuring maximum employee retention at fossil fuel refineries.

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Would have allowed CARB to adopt and enforce rules for indirect sources of emissions. Within 120 days of statewide indirect source rule (ISR) adoption, air districts would have had to decide if the district or CARB would implement and enforce the regulations within the air district. If the air district decided to implement and enforce a statewide ISR, it would have been required to propose regulations enacting those measures no later than six months after CARB's ISR adoption. The air district could have, at any time, adopted and enforced stricter ISRs than the regulations adopted by CARB. The bill would have allowed CARB to make a schedule of fees on facilities and mobile sources to cover the reasonable costs of implementing and enforcing the regulations. These fees would have been deposited in the Air Pollution Control Fund and made available to CARB upon appropriation by the Legislature. The bill would have also required CARB to make a yearly presentation on the effects of any ISRs that it adopted. Moved to the Assembly Inactive File.

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Would have clarified that a 21st century warehouse and a Tier 1 21st century warehouse are required to comply with building standards in effect at the time that the building permit is issued and would have clarified allowable use of conduits and electrical hookups at loading bays for those warehouses. The bill would have changed the definition of “logistics use,” instead defining “logistics use development” for these purposes to mean a building that is (1) mainly used as a warehouse for moving or storing items for business or retail customers, or both, (2) does not mainly sell to retail customers onsite, and (3) heavy-duty trucks are primarily involved in moving those items. The bill would have made other technical changes to the laws around logistics use development. This bill was identical to SB 415 (Reyes, Chapter 316, Statutes of 2025). Moved to the Assembly Inactive File.

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