Existing law authorizes the removal and seizure of a vehicle under various circumstances, including whenever a peace officer determines that a person was driving without a license or while their driving privilege was suspended or revoked, or when a city or a county adopts an ordinance declaring a motor vehicle to be a public nuisance. Existing law requires that a vehicle be released to the legal owner of the vehicle or the legal owner's agent prior to the end of the impoundment period if specified conditions are met, including, among other things, that the legal owner or the legal owner's agent pays all towing and storage fees related to the seizure of the vehicle and presents specified documents showing proof of legal ownership. With regards to the payment of the fees, existing law requires a person operating or in charge of a storage facility where vehicles are stored to accept a valid bank credit card or cash for payment by a legal or registered owner or the owner's agent claiming the vehicle. Existing law prohibits any tow yard, impounding agency, or governmental agency, or any person acting on behalf of those entities, from refusing to release a vehicle or other collateral to anyone that is legally entitled to that vehicle or other collateral. A violation of any provision of the Vehicle Code is punishable as a crime, unless otherwise specified. This bill would additionally require the acceptance of debit cards, as defined, for the payment of the fees described above. The bill would provide that requiring any documents to show proof of ownership other than those specified in the provisions described above constitutes a refusal to release under the prohibition described above. The bill would also make other technical, clarifying, and conforming changes. By expanding the scope of existing crimes and creating a new crime, this bill would impose a state-mandated local program. This bill would incorporate additional changes to Section 14602.6 of the Vehicle Code proposed by AB 1830 to be operative only if this bill and AB 1830 are enacted and this bill is enacted last. The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement. This bill would provide that no reimbursement is required by this act for a specified reason.
This measure would recognize hydrogen as a key decarbonization tool when produced, transported, and utilized in accordance with a carbon intensity standard that ensures verifiable lifecycle greenhouse gas reductions; supports the continued development and refinement of carbon intensity frameworks to guide hydrogen policy, investment, and deployment; encourages state agencies to prioritize hydrogen deployment; and urges coordination to ensure hydrogen projects advance economic development, workforce opportunities, and environmental justice outcomes.
The Planning and Zoning Law generally regulates local government zoning and approval of certain types of housing development projects. The law authorizes a development proponent to submit an application for a development that is subject to a prescribed ministerial approval process if the development complies with certain procedural requirements and satisfies specified objective planning standards. The law also requires a housing development project within a specified distance of a transit-oriented development stop to be an allowed use as a transit-oriented housing development on any site zoned for residential, mixed, or commercial development, if the development complies with specified requirements, as applicable. This bill would, by July 1, 2027, require major transit cities to designate at least one regional transit hub district, as specified, and prescribe requirements for those districts, including requiring that a district make a downtown housing development an allowable use, as specified. The bill would define "downtown housing development" as a housing development project within a regional hub district that meets certain conditions, including that it meets specified labor standards. The bill would prescribe requirements for the developments, including that the developments are eligible for streamlined ministerial approval, as specified. The bill would require the California Housing Finance Agency to conduct a housing construction loan and financing study that includes specified components and deliver that study to the Legislature and specified committees by March 1, 2028, as specified. By requiring certain cities to designate regional transit hub districts and requiring streamlined ministerial approval of certain housing developments, the bill would impose a state-mandated local program. The Planning and Zoning law requires each planning agency to prepare and the legislative body of each county and city to adopt a comprehensive, long-term general plan for the physical development of the county or city that includes certain mandatory elements, including a housing element. The law requires the Department of Housing and Community Development to notify the city, county , or city and county and authorizes the department to notify the Attorney General that the city, county, or city and county is in violation of state law if the department finds that the housing element or an amendment to the housing element does not substantially comply with these provisions or that any local government has taken an action in violation of specified laws. This bill would add a violation of the provisions described above to that list of specified laws. The bill would include findings that changes proposed by this bill address a matter of statewide concern rather than a municipal affair and, therefore, apply to all cities, including charter cities. The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement. This bill would provide that with regard to certain mandates no reimbursement is required by this act for a specified reason. With regard to any other mandates, this bill would provide that, if the Commission on State Mandates determines that the bill contains costs so mandated by the state, reimbursement for those costs shall be made pursuant to the statutory provisions noted above. The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement. This bill would provide that no reimbursement is required by this act for a specified reason.
Existing law authorizes, until January 1, 2032, the Cities of Los Angeles, San Jose, Oakland, Glendale, and Long Beach, and the City and County of San Francisco to establish a program for speed enforcement that utilizes speed safety systems if the systems meet specified requirements, including limits on the number of speed safety systems operated by a participating city or city and county at any time based on population. Existing law requires the speed safety system, to the extent feasible, to be angled and focused so as to only capture photographs of speeding violations and prohibits the speed safety system from capturing identifying images of other drivers, vehicles, or pedestrians. Existing law prohibits speed safety systems in a participating city or city and county from being operated on any California state route, including all freeways and expressways, United States highways, interstate highways, or any public road in unincorporated areas of any county where the Commissioner of the California Highway Patrol has full responsibility and primary jurisdiction for the administration and enforcement of the laws, and for the investigation of traffic accidents. This bill would require speed safety systems to blur any images that are unavoidably captured of other drivers, vehicles, or pedestrians who are not the subject of a notice of violation, and would require speed safety systems to blur these images, only to the extent feasible, for cameras that were installed before January 1, 2027. The bill would authorize, until January 1, 2032, the City of Long Beach to have 2 additional speed safety systems on the Pacific Coast Highway. This bill would make legislative findings and declarations as to the necessity of a special statute for the City of Long Beach.
(1) Existing law establishes the California Clean Truck, Bus, and Off-Road Vehicle and Equipment Technology Program, to be administered by the State Air Resources Board in conjunction with the State Energy Resources Conservation and Development Commission (Energy Commission) . The program funds eligible projects, including, among others, projects for technology development, demonstration, precommercial pilots, and early commercial deployments of zero- and near-zero-emission medium- and heavy-duty truck technology, including projects that help to facilitate clean goods movement corridors. Existing law establishes the Clean Transportation Program, administered by the Energy Commission, to provide, among other things, competitive grants and revolving loans to specified entities for those entities to develop and deploy innovative technologies that transform California's fuel and vehicle types to help attain the state's climate change policies. This bill would require, within the California Clean Truck, Bus, and Off-Road Vehicle and Equipment Technology Program, the state board and the Energy Commission, beginning January 1, 2027, to condition the inclusion of any medium- or heavy-duty vehicle model in specified incentive programs, including the Clean Transportation Program, on the receipt of the pricing data specified below. (2) Existing law establishes the state board as the state agency responsible for monitoring and regulating sources emitting greenhouse gases. The state board, in this capacity, administers the California Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (project) under which the agency issues a limited number of vouchers to incentivize the purchase and use of zero-emission commercial vehicles. This bill would require the state board, in order to support the deployment of zero-emission heavy-duty vehicles through the project, to annually reevaluate the cap on the purchase of unredeemed state vouchers issued through the project, as specified. The bill would also require the state board to periodically reevaluate whether or not taxes should be included when determining the maximum share of vehicle cost incentivized through the project. This bill, beginning January 1, 2027, would require a state agency administering any medium- or heavy-duty vehicle incentive program that receives funding from the Greenhouse Gas Reduction Fund, including, but not limited to, the project, and any program that receives funding through the California Clean Fuel Reward through the Low-Carbon Fuel Standard regulations, or through the Clean Transportation Program, to condition the inclusion of any medium- or heavy-duty vehicle model in that program upon certain transparency requirements. The bill would require these transparency requirements to include, among other things, the original equipment manufacturer providing the manufacturer suggested retail price for all zero-emission vehicle models offered for sale in California that may be funded by the above-described incentive programs and receipt by the administering agency of a final itemized purchase order, as provided. This bill would require the state board, in coordination with the Energy Commission, to compile and make publicly available on its internet website in an aggregated format that anonymizes and protects the confidentiality of specified information, the data provided pursuant to these requirements. The bill would also authorize the state board to recover previously dispersed incentive funds that are found to have been dispersed based on data that was knowingly and intentionally misrepresented. The bill would require suspension of a vehicle model's eligibility for the above-described incentive programs for failure to comply with the reporting requirements, following a notice and a reasonable opportunity to cure the failure to comply. (3) Existing law establishes the Medium- and Heavy-Duty Zero-Emission Vehicle Fleet Purchasing Assistance Program within the Air Quality Improvement Program to make financing tools and nonfinancial supports available to operators of medium- and heavy-duty vehicle fleets to enable those operators to transition their fleets to zero-emission vehicles. The bill would require the state board, on or before January 1, 2028, and in coordination with the Governor's Office of Business and Economic Development and the California Infrastructure and Economic Development Bank, to explore alternative financing opportunities to encourage the deployment of zero-emission medium- and heavy-duty vehicles and report its findings regarding these alternative financing opportunities to the Legislature. The bill would require this report to include, but not be limited to, incentives with a specific focus on encouraging new entries into the market, spurring market competition, and prioritizing manufacturing within the state, an evaluation of ways to de-risk and scale up the participation of private investors in the market for affordable zero-emission medium- and heavy-duty vehicles, including used vehicles, and an exploration of increasing deployment and decreasing costs by retrofitting internal combustion medium- and heavy-duty vehicles to zero-emission.
Existing law authorizes a peace officer, as defined, or a regularly employed and salaried employee who is engaged in directing traffic or enforcing parking laws and regulations, as specified, to immobilize a vehicle with a device made for that purpose, if the vehicle is found upon a highway or public lands within the officer or employee's jurisdiction, and the vehicle has been issued 5 or more notices of parking violations that are delinquent because the owner or person in control of the vehicle has not responded within the prescribed time period, or the registered owner has been issued 5 or more notices for failure to pay or failure to appear in court for traffic violations, as specified. Existing law allows a vehicle to be immobilized until the owner or person in control of the vehicle presents the immobilizing law enforcement agency with specified information, including evidence that all outstanding parking penalties have been paid. Existing law makes it unlawful and punishable as an infraction for a person to dump or cause to be dumped waste matter upon a public or private highway or road, upon private property without the consent of the owner, or in or upon a public park or other public property, as specified. Existing law also makes it unlawful and punishable as a misdemeanor for a person to place, deposit, or dump, or cause to be placed, deposited, or dumped, waste matter in commercial quantities, as specified. This bill would similarly authorize the immobilization of a vehicle with a device made for that purpose if the registered owner of the vehicle has been issued a certain number of notices of illegal dumping violation that are delinquent, or is known to have been issued a certain number notices for failure to pay or failure to appear in court for an illegal dumping violation, as specified.
Existing law requires a city, county, or city and county (local government) to administratively approve an application to install an electric vehicle charging station (EV station) through the issuance of a building permit or similar nondiscretionary permit. Existing law requires those EV stations to meet all applicable safety and performance standards established by specified entities. This bill would require this administrative approval to extend to EV stations with a canopy, as defined, or onsite energy storage systems sized to support charging. This bill would also require any electric vehicle supply equipment installed at the EV station to meet all applicable safety and performance standards. Existing law requires every local government to adopt, pursuant to specified deadlines, an ordinance that creates an expedited, streamlined permitting process for EV stations. Existing law requires the local government to adopt a checklist of all requirements with which the EV stations must comply with for expedited review. This bill would require the ordinance to also address expedited streamlining for any supporting infrastructure necessary for or accessory to the operation of EV stations, as described, and would clarify that the checklist may be amended. The bill would require the ordinance and checklist to be amended to implement the bill's provisions no later than December 31, 2027. This bill would further provide that if the local government has not adopted or amended such a checklist, an application to install an EV station must contain specified information about the proposed project to the building official of the local government, including, but not limited to, the specific location of the EV station. The bill would require the Governor's Office of Business and Economic Development (GO-Biz) to develop and publicly post a standardized form that applicants may use and submit to the local government for purposes of satisfying this requirement. The bill would also require GO-Biz to develop and publicly post an optional template that applicants may use to document their application's compliance with specified provisions relating to the submittal of their EV station application. This bill would require a local government to provide, no later than 30 days after an application has been deemed approved, a written notice to the applicant of the date the application was deemed approved and identify all permits and authorizations that have been granted. The bill would authorize an applicant to proceed with project construction following that notice, as described. This bill would prohibit its provisions from being construed to limit a local agency's ability to, among other things, require plans or supporting documentation that are necessary to verify an electric vehicle charging station, including supporting infrastructure, meets all health and safety requirements of local, state, and federal law, as provided. This bill would make conforming changes and revise various definitions in these provisions, including by redefining an EV station for purposes of these provisions to mean a physical site where one or more devices with one or more charging ports and connectors for charging electric vehicles are available for use. By imposing additional duties on local agencies, the bill would impose a state-mandated local program. The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement. This bill would provide that no reimbursement is required by this act for a specified reason.
(1) Existing law authorizes the operation of an autonomous vehicle on public roads for testing purposes by a driver who possesses the proper class of license for the type of vehicle operated if specified requirements are satisfied. Existing law prohibits the operation of an autonomous vehicle on public roads until the manufacturer submits an application to the Department of Motor Vehicles (department) , as specified, and that application is approved. Existing law requires the department to adopt regulations setting forth requirements for the submission and approval of an application, including, among other things, any testing, equipment, and performance standards the department concludes are necessary to ensure the safe operation of autonomous vehicles on public roads, as specified. Existing law requires manufacturers of autonomous vehicles that operate without a human operator physically present in the vehicle, except as provided, to comply with certain requirements, including, among other things, to maintain a dedicated emergency response telephone line that is available for emergency response officials and to equip each autonomous vehicle with a 2-way voice communication device that enables emergency response officials who are near the vehicle to communicate effectively with a remote human operator, as specified. Under existing law, an "emergency response official" includes, but is not limited to, emergency dispatchers, peace officers, as specified, and first responders. This bill would require manufacturers of autonomous vehicles to maintain communications capacity sufficient to support the maximum number of concurrent remote assistance or teleoperations sessions, as specified. The bill would require remote drivers to be located within the United States and hold a driver's license that is valid for operation in California, is of the appropriate class, and includes any required endorsements. The bill would require an autonomous vehicle manufacturer to ensure, through its staffing and assignments, that local incident technicians are immediately dispatched upon notification, electronically or otherwise, of a crash or other incident or upon receiving a request from an emergency response official or 911 dispatch center. The bill would, in the event of a fleetwide emergency or system failure that may create a traffic hazard or impeded emergency response, require an autonomous vehicle manufacturer to immediately notify affected local jurisdictions, including emergency dispatch, of the location and status of their fleet and deploy local incident technicians, where appropriate, whenever affected vehicles cannot be remotely recovered. The bill would require the department, on or before July 1, 2028, to adopt guidelines establishing reasonable response times for local incident technicians to be present at the scene upon the request of an emergency response official or 911 dispatch center. The bill would expand the definition of "emergency response official" for these purposes to also include traffic control, traffic enforcement, and parking enforcement personnel from a public agency in an applicable jurisdiction. The bill would require autonomous vehicle manufacturers, for an autonomous vehicle that operates as a commercial vehicle and that is not equipped with manual controls for completing the dynamic driving task, to ensure that remote assistants or remote drivers have the ability to place the autonomous vehicle in neutral to allow an emergency response official to move the vehicle, cause the autonomous vehicle to move as directed by an emergency response official, or turn off the vehicle and have it remain stationary until otherwise directed by an emergency response official. The bill would require autonomous vehicle manufacturers to maintain data on response times of local incident technicians and responses to fleetwide emergencies or system failures, emergency events, immobilizations, obstructions, crashes, and requests from emergency response officials. The bill would require autonomous vehicle manufacturers to provide this data to the department quarterly and would require the department to publish summary statistics on its internet website, as specified. The bill would authorize the department to share records with the Public Utilities Commission to support regulatory oversight of autonomous vehicle passenger service operations. The bill would specify that a violation of the above provisions is not a crime. The bill would authorize a city attorney or county counsel to bring a civil action on behalf of a city, county, or city and county to enforce specified violations of the above provisions. The bill would authorize a court to impose specified civil penalties payable to the jurisdiction bringing the action, as specified. (2) Existing law establishes the Commission on Peace Officer Standards and Training (POST) within the Department of Justice and requires the commission to develop guidelines and implement courses of instruction regarding specified topics, including, among others, racial profiling, handling domestic violence, and human trafficking. This bill would require POST to develop uniform guidelines and requirements for, and to provide approval of, the training and written guidance required to be provided by autonomous vehicle manufacturers. The bill would authorize POST to impose fees sufficient to cover the reasonable regulatory costs associated with administering these provisions. The bill would require POST to implement a course or courses of instruction for voluntary training of law enforcement officers, as defined, on autonomous vehicles that operate as commercial vehicles as it relates to public safety and to develop related uniform minimum guidelines for voluntary use by California law enforcement agencies, as specified. The bill would require the course or courses, learning and performance objectives, training standards, and guidelines to be developed in consultation with appropriate groups and individuals that have an interest and expertise in the field of the operation of autonomous vehicles, as specified. (3) The bill would make its provisions operative July 1, 2028.
Existing law creates the Low Carbon Transit Operations Program to provide operating and capital assistance for transit agencies to reduce the emissions of greenhouse gases and improve mobility. Existing law requires the Department of Transportation to administer the program and to adopt guidelines, in coordination with the State Air Resources Board, that describe the methodologies to be used by a recipient transit agency to demonstrate that proposed expenditures will meet specified program expenditure requirements and establish the reporting requirements for documenting ongoing compliance with those expenditure requirements. This bill would repeal the requirement for the department to adopt guidelines. Existing law continuously appropriates a specified amount of money from the Greenhouse Gas Reduction Fund for the program and requires the Controller to allocate those moneys according to the requirements of the program. Existing law requires a recipient transit agency to demonstrate that expenditures of program moneys allocated to the agency reduce the emission of greenhouse gases and do not supplant other sources of funds. Existing law requires moneys for the program to be expended to provide transit operating or capital assistance that directly enhances or expands transit services, increases transit mode share, or is related to the purchase of zero-emission buses, as specified. Before seeking a disbursement of funds pursuant to the program, existing law requires a recipient transit agency to submit to the department a list of proposed expense types and documentation required by the guidelines that demonstrates compliance with the above-described expenditure requirements. For capital projects funded by the program, existing law requires a transit agency to specify the phases of work for which an allocation of program moneys is sought, identify sources and timing of all moneys required for those phases of work, and describe intended sources and timing of funding for subsequent phases of work, as provided. Existing law requires a recipient transit agency to provide an annual report to the department, as provided. Existing law requires the department and a recipient transit agency to comply with guidelines developed by the State Air Resources Board to ensure that the requirements of a certain investment plan are met to maximize the benefits to disadvantaged communities, as provided. This bill would revise and recast the program to, among other things, require program funds to be expended only on maintenance or expansion of bus, rail, or ferry services, transit fare subsidies, and network and fare integration technology improvements. By altering the permissible uses for which continuously appropriated funds may be used, the bill would make an appropriation. Before receiving program funds, the bill would require a recipient transit agency to submit to the department a list of services or programs to be funded by those funds, as specified. The bill would require the department to report to the Controller the recipient transit agencies that have submitted the list, and would, upon receipt of the report from the department, require the Controller to allocate program funds. The bill would require a recipient transit agency to report to the department on the expenditure of program funds, as specified.
Existing law makes it unlawful to dump waste matter in certain locations, such as upon a public or private highway or road, upon private property without the consent of the owner, or in or upon a public park or other public property, as specified. Existing law also makes it unlawful to place, deposit, or dump rocks, concrete, asphalt, or dirt in certain locations, as specified. A person violating these provisions is guilty of an infraction, as specified. Existing law makes a violation of these provisions in commercial quantities, as defined, a misdemeanor punishable by imprisonment in a county jail and by a fine, as specified. Under existing law, a private owner is not restricted in the use of their own private property, unless the placing, depositing, or dumping of the waste matter on the property creates a public health and safety hazard, a public nuisance, or a fire hazard, as determined by a local health or fire department or the Department of Forestry and Fire Protection. This bill would make it a crime to transport waste matter, rocks, concrete, asphalt, dirt, or other construction debris for the purpose of placing, depositing, or dumping it in the locations described above. The bill would increase the maximum fine to $5000 for violating these provisions a 4th or subsequent time. The bill would also make it unlawful to transport for the purpose of placing, depositing, or dumping waste matter, rocks, concrete, asphalt, dirt or other construction debris in commercial quantities, as defined, in the locations described above. The bill would specify that the fact that a person is operating a vehicle with actual or apparent rocks, concrete, asphalt, dirt, or other construction debris in their vehicle does not in itself constitute reasonable suspicion to stop or detain the person, or probable cause to arrest the person. For a person who violates these provisions in commercial quantities in excess of 25 cubic yards, the bill would make that violation a misdemeanor punishable in a county jail for not more than one year and by a fine, as specified. For commercial quantities in excess of 50 cubic yards, the bill would make a violation punishable as a misdemeanor or a felony, as specified. By expanding the application of a crime and creating new crimes, this bill would impose a state-mandated local program. The bill would specify that a private owner or a person with the owner's permission is prohibited from placing, depositing, dumping, or transporting waste matter, rocks, concrete, asphalt, dirt, or construction debris on their property if the activity requires a permit or license from a state or local agency and one was not obtained, or creates a public health and safety hazard, a public nuisance, or a fire hazard, as determined by specified entities. The bill would prohibit a person from being charged with dumping commercial quantities under these provisions if it was completed during the course of the person's employment and at the direction of their employer, as specified. The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement. This bill would provide that no reimbursement is required by this act for a specified reason.
