Existing federal law regulates aviation safety and airspace efficiency for manned and unmanned aircraft. Existing law makes it a misdemeanor to impede police officers, firefighters, emergency medical, or other emergency personnel or military personnel in the performance of their duties by operating an unmanned aerial vehicle at the scene of an emergency. Existing law makes it a misdemeanor to use an unmanned aircraft system to invade a person's privacy, as specified. Existing law prohibits operating an unmanned aircraft system on or above the grounds of a state prison, jail, or juvenile hall, as specified. This bill would prohibit the operation of an unmanned aircraft within 400 feet of an outdoor ticketed entertainment event or an amusement park, except under specified circumstances. The bill would make a violation of this prohibition an infraction punishable by a fine of $500. By creating a new crime, 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.
Existing law establishes the State Department of Education in state government, and vests the department with specified powers and duties relating to the state's public school system. Existing law establishes the Department of the California Highway Patrol, under the control of the Commissioner of the California Highway Patrol, within the Transportation Agency. Existing law requires the Department of the California Highway Patrol to develop statewide safety and training programs based on evidence-based practices for users of electric bicycles. This bill would require, on or before March 1, 2028, the State Department of Education, in consultation with the Department of the California Highway Patrol, to develop a standardized electric bicycle safety and training program for pupils in grades 7 to 12, inclusive, as provided. In developing the program, the bill would authorize the State Department of Education and the Department of the California Highway Patrol to collaborate with local law enforcement agencies or local governments that have implemented electric bicycle training programs already to ensure the program reflects proven best practices. The bill would encourage local educational agencies and parent organizations to offer training demonstrations to pupils and parents on electric bicycle operations in collaboration with local law enforcement agencies or local governments, as specified.
Existing law, commonly referred to as the Density Bonus Law, requires a city or county to provide a developer that proposes a housing development, as defined, within the city or county with a density bonus, other incentives or concessions, and waivers or reductions of development standards, as specified, if the developer agrees to construct specified units and meets other requirements. Existing law, among other things, requires compliance with certain affordability requirements, including requiring that the applicant agree to ensure, and that the city, county, or city and county ensure, that a for-sale unit that qualified the applicant for the award of the density bonus is either (1) initially sold to and occupied by a person or family of very low, low, or moderate income, as specified, or (2) if the unit is not purchased by an income-qualified person or family within 180 days after the issuance of the certificate of occupancy, the unit is purchased by a qualified nonprofit housing corporation, as provided. This bill would additionally allow the applicant and the city, county, or city and county to comply with the above-described affordability requirements with respect to a for-sale unit by ensuring that the unit is purchased by a nonprofit housing corporation, as specified, for properties to be sold to and occupied by extremely low, very low, or lower income families who participate in a below market interest rate loan program, as described. By adding to the duties of local agencies to implement the Density Bonus Law, this 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.
Existing law requires the Public Utilities Commission to annually report to the Legislature on sites on railroad lines in the state that the commission finds to be hazardous, including a list of all railroad sites in the state that it determines pose a local safety hazard. Existing law authorizes the commission to submit in the annual report the list of railroad sites submitted in the immediate prior year annual report, and to amend or revise that list from the immediate prior year as necessary. In determining which railroad sites pose a local safety hazard, existing law requires the commission to consider, among other things, whether any local safety hazards at railroad sites have been eliminated or sufficiently remediated to warrant removal of the site from the list. This bill would require the commission, on or before July 1, 2029, to review the list of railroad sites and, in the annual report, to include an evaluation of each site on the list and determine whether changes in conditions, operations, or safety data warrant the removal, modification, or addition of any site.
Existing law establishes the Infill Infrastructure Grant Program of 2019 (program) , which requires the Department of Housing and Community Development, upon appropriation of funds by the Legislature, to establish and administer a grant program to allocate those funds to eligible applicants to fund capital improvement projects that are an integral part of, or necessary to facilitate the development of, a qualifying infill project, qualifying infill area, or catalytic qualifying infill area. Existing law requires the department to administer a specified competitive application process for capital improvement projects for large jurisdictions, as defined. For these purposes, existing law defines a qualifying infill project to include a residential or mixed-use residential project located within an urbanized area on a vacant site where at least 75% of the perimeter of the site adjoins parcels that are developed with urban uses. This bill would expand the definition of qualifying infill project to include a residential or mixed-use residential project located within an urbanized area on a vacant site where at least 75% of the perimeter of the site adjoins parcels that have been previously developed with urban uses. Existing law requires the department to administer an over-the-counter application process for grants for capital improvement projects for small jurisdictions, as provided. For these purposes, existing law defines the term "qualifying infill area" as a contiguous area located within an urbanized area that meets one of specified alternative conditions, including that the capital improvement project for which funding is requested is necessary, as specified, to make the area suitable and available for residential development or to allow the area to accommodate housing for additional income levels, and that the area may be included on an inventory of land in the housing element, as specified. This bill would expand the definition of "qualifying infill area" to additionally include a contiguous area located within an urbanized area for which the capital improvement project for which funding is requested under the program, as described above, is necessary and integral to make the area suitable and available for residential development pursuant to the Affordable Housing and High Road Jobs Act of 2022, which subjects a housing development to streamlined, ministerial approval under certain circumstances, as specified. Existing law requires the department, in its review of applications, to rank affected qualifying infill areas and catalytic qualifying infill areas based on specified criteria, including the qualifying infill area's or catalytic qualifying infill area's inclusion of, or proximity to, a train station or major transit stop and the proximity of housing to existing or planned parks, employment or retail centers, schools, or social services. This bill would revise these provisions to require the department to additionally rank applications, as described above, based on the qualifying infill area's inclusion of, or proximity or accessibility to on-demand transit services, as specified, or walkability to essential services or businesses and based on the catalytic qualifying infill area's inclusion of, or proximity or accessibility to walkability to essential services or businesses. The bill would additionally revise these provisions to require the department's ranking to be based on the proximity of housing to services, rather than social services. Existing law requires a qualifying infill project, qualifying infill area, or catalytic qualifying infill area for which a capital improvement project grant can be awarded under the program to meet specified conditions, including, among others, being located in an area designated for mixed-use or residential development, as specified. This bill would additionally allow the project to be located in an area that allows for mixed-use or residential development pursuant to a housing development that is in compliance with certain provisions deeming a housing development an allowable use or subject to streamlined, ministerial approval. Existing law defines various terms for the purposes of the program, including, "capital improvement project," "catalytic qualifying infill area," "eligible applicant," "urbanized area," and "urban uses." This bill would revise these definitions. The bill would additionally define the terms "on-demand transit service," "major transit stop," and "walkability."
Existing law, the Bergeson-Peace Infrastructure and Economic Development Bank Act, authorizes the California Infrastructure and Economic Development Bank, governed by a board of directors, to make loans, issue bonds, and provide other financial assistance for various types of infrastructure and economic development projects. Existing law establishes the California Infrastructure and Economic Development Bank Fund, a continuously appropriated fund, to support the bank. This bill would enact the Golden State Infrastructure Corporation Act and would establish the Golden State Infrastructure Corporation, within the State Treasurer's Office, as a not-for-profit corporation for the purpose of administering the act and financing infrastructure projects. The bill would require the corporation to be governed by a board of directors, with a prescribed membership, and would require the business and affairs of the corporation to be managed by an executive director appointed by the Treasurer. This bill would prescribe the powers and duties of the corporation, including entering into financing transactions, borrowing money or issuing bonds, and setting and charging fees for obtaining financing from the corporation. Under the bill, the state would not in any way be liable for any obligation of the corporation, and the corporation would not be required to pay any taxes, except as provided. The bill would require the corporation, not later than January 1 of each year, to submit to the Governor, the Legislature, and the Legislative Analyst's Office a report for the preceding fiscal year containing information on the Golden State Infrastructure Corporation Fund, which the bill would create, and the corporation's activities, including specified information. This bill would authorize the corporation to extend financing to either an infrastructure company, a governmental entity, or a combination of those entities, as provided, if the board determines that the financing meets specified criteria. The bill would authorize the corporation, upon board approval, to issue revenue bonds, in a principal amount that the board determines to be necessary, convenient, or desirable to provide moneys for the corporation's purposes, which may include, among others, to provide financing to one or more governmental entities or infrastructure companies for infrastructure projects, as provided. The bill would prescribe requirements for issuing the bonds. The bill would require the board to approve operational policies prior to providing financing for any infrastructure project. The bill would, for purposes of the California Public Records Act, treat the corporation as a state agency, as defined. The bill would, however, exempt from disclosure under that act specified corporate financial records or critical infrastructure information, as defined, furnished to the corporation that have not previously been made public, and would authorize the board, notwithstanding the provisions of the Bagley-Keene Open Meeting Act, to meet in closed session to review or discuss corporate financial records or critical infrastructure information necessary for the board to consider whether to approve or modify a financing, or to discuss the performance of any financing, provided to an infrastructure company for an infrastructure project. This bill would provide that all moneys in the Golden State Infrastructure Corporation Fund are continuously appropriated for the support of the corporation, to be available for expenditure for the purposes stated in the bill. Existing constitutional provisions require that a statute that limits the right of access to the meetings of public bodies or the writings of public officials and agencies be adopted with findings demonstrating the interest protected by the limitation and the need for protecting that interest. This bill would make legislative findings to that effect.
Under existing law, a "heritage school" is a school that, among other things, offers education or academic tutoring, or both, in a world language and education on the culture, traditions, or history of a country other than the United States to children who are at least 4 years and 9 months of age and no older than 18 years of age and who attend a public or private full-time day school. Existing law exempts a heritage school from licensure by the State Department of Social Services as a child day care center, as specified. This bill would expand the definition of "heritage school" to also include a school that provides services to children younger than 4 years and 9 months of age who are enrolled in kindergarten, including transitional kindergarten, or any of grades 1 to 12, inclusive. Existing law requires a heritage school, upon a pupil's enrollment in a heritage school, to provide a notice to the pupil's parent or guardian stating that the heritage school is exempt from childcare licensure and that attendance at a heritage school does not satisfy California's compulsory education requirements. This bill would require a heritage school, upon a pupil's enrollment in a heritage school, to also provide notice that the State Department of Education has no regulatory authority over heritage schools and does not monitor heritage school operations or instruction.
Existing law vests the Public Utilities Commission with regulatory authority over public utilities, including electrical corporations. Existing law authorizes the commission to fix the rates and charges for every public utility and requires that those rates and charges be just and reasonable. Existing law requires each electrical corporation to file an advice letter for, and requires the commission to approve, a new tariff or rule that authorizes each electrical corporation to design and deploy all electrical distribution infrastructure on the utility side of the customer's meter for all customers installing separately metered infrastructure to support electric vehicle charging stations, other than those in single-family residences. This bill would require each electrical corporation, on or before April 1, 2027, to file an advice letter for, and require the commission, on or before September 1, 2027, to approve, a new or modified tariff or rule that authorizes the electrical corporation to design, construct, own, operate, and maintain all electrical distribution and service facilities located on the utility side of a customer's meter that are necessary to provide separately metered electrical service to hydrogen refueling stations, including hydrogen refueling stations located on premises that already receive electrical service for other uses. The bill would require that the tariff or rule authorize an electrical corporation to extend utility-side electrical distribution and service facilities from the existing distribution system to a dedicated revenue meter serving a heavy-duty hydrogen refueling station that serves vehicles that are 14,001 pounds or greater and authorize the installation of a dedicated revenue meter for the hydrogen refueling station load, as provided. The bill would require a facility installed pursuant to the tariff or rule to be treated, for cost allocation and customer contribution purposes, as line and service extensions, as provided. The bill would require that the tariff or rule require the electrical corporation to provide the applicant a good faith estimate before the applicant is required to execute a line or service extension agreement or make a nonrefundable payment, as provided. The bill would repeal its provisions on January 1, 2033. Under existing law, a violation of the Public Utilities Act or any order, decision, rule, direction, demand, or requirement of the commission is a crime. Because the provisions of the bill would be a part of the act and a violation of a commission action implementing the bill's requirements would be a crime, this 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.
Existing law makes it unlawful for a person who has 0.08% or more, by weight, of alcohol in their blood to drive a vehicle or to drive under the influence of alcohol or drugs and prescribes certain penalties depending on additional facts, such as whether the driving resulted in an injury to another. Existing decisional law holds that the slight volitional movement of the vehicle is sufficient for a driving under the influence violation. This bill would state that for the purposes of a driving under the influence violation, "drive" includes the volitional movement of a vehicle with driver support features engaged that require a person to supervise the vehicle in order to steer, brake, or accelerate, as needed to maintain safety. To the extent that this bill would expand the scope of a crime, it 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 a city or county in which a planned transportation facility was to be located on State Highway Route 238 in the City of Hayward and the County of Alameda to develop and file with the California Transportation Commission a local alternative transportation improvement program that addresses transportation problems and opportunities in the county, and provides for the use of revenues from the sale of excess properties acquired for the planned state facility in order to fund the local alternative transportation improvement program. Existing law prohibits the commission from approving a local alternative transportation improvement program submitted under these provisions after July 1, 2010. Existing law requires revenues from excess property sales for State Highway Route 238 to be deposited into a separate account in the Special Deposit Fund, a continuously appropriated fund, to be available for expenditure by local agencies for projects designated in the local alternative transportation improvement program. This bill would authorize the Alameda County Transportation Commission to file an amendment to the local alternative transportation improvement program for approval by the commission, and would authorize that amendment to propose to revise the projects listed in the program. Before filing the proposed amendment with the commission, the bill would require the Alameda County Transportation Commission to obtain the approval of the amendment from the city councils of the Cities of Hayward and San Leandro and the board of supervisors of the County of Alameda. By authorizing the commission to approve a revised list of projects, the bill would expand the purposes for which continuously appropriated funds may be expended, thereby making an appropriation. (2) Existing law makes it a crime for a person to pilot a vessel through the Golden Gate and into or out of a harbor in the Bays of San Francisco, San Pablo, and Suisun, unless the person has a license as a pilot, as provided. Existing law defines "Bays of San Francisco, San Pablo, and Suisun" as all the waters of the Bay of San Francisco, Bay of San Pablo, and Bay of Suisun, and of the tributaries, ports, and harbors of those bays, including the water areas from the south end of San Francisco Bay and from the Ports of Sacramento and Stockton to the Golden Gate Bridge. Existing law requires a pilot that provides pilotage service in the Bays of San Francisco, San Pablo, and Suisun to be insured, as provided, and requires a vessel, owner, operator, or demise or bareboat charterer hiring the pilot to either defend, indemnify, and hold harmless the pilot or provide trip insurance, as provided. This bill would clarify that the Bays of San Francisco, San Pablo, and Suisun includes the Ports of Sacramento and Stockton. The bill would also clarify that those insurance provisions apply to any portion of a vessel transit that occurs within the waters of the Ports of Sacramento and Stockton. To the extent the bill would expand the definition of the Bays of San Francisco, San Pablo, and Suisun, it would increase the scope of a crime and impose a state-mandated local program. (3) Existing law specifies standards and requirements for the equipment of motor vehicles. Existing law generally requires motor carriers, drivers, and vehicles to comply with the Federal Motor Carrier Safety Regulations related to safety requirements for commercial motor vehicle operations, subject to department regulations. Under existing law, it is an infraction for a person to violate, or fail to comply with, a provision of the Vehicle Code, unless otherwise specified. This bill would additionally require motor carriers, drivers, vehicles, and shippers to comply with specified federal regulations related to the transportation of hazardous materials to the extent that they relate to transportation by highway unless the motor carrier, driver, vehicle, or shipper is an agency of the federal government. The bill would clarify that motor carriers, drivers, vehicles, and shippers not subject to the federal regulations described above are required to comply with those regulations unless specifically exempted from that compliance pursuant to department regulations. Because a violation of these provisions would be a crime, the bill would impose a state-mandated local program. (4) Existing law authorizes a city, county, or city and county to establish an automated traffic enforcement system program to use those systems to detect a violation of a traffic control signal, if the system meets specified requirements. Existing law makes photographic, video, and administrative records made by a system confidential and specifies that data about the number of violations issued is not an administrative record required to be disclosed. Existing law establishes an administrative hearing process for notices of violations issued under these provisions and authorizes a contestant to seek review of the final decision by filing an appeal to the small claims division of the superior court or the traffic division of the superior court, as specified. Existing law provides that the conduct of the hearing on appeal is a subordinate duty that may be performed by a commissioner or other subordinate judicial officer, as specified. This bill would instead specify that data about the number of violations issued is not an administrative record prohibited from disclosure and is subject to disclosure. The bill would delete references to the small claims division or traffic division of a superior court in the above-described provisions and instead authorize a contestant to file an appeal to the superior court. The bill would provide that the conduct of the hearing on appeal may be a subordinate duty. The bill would also make a conforming change. (5) 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.
