This measure would designate a specified portion of State Route 99 in the County of Butte as the Congressman Doug LaMalfa Memorial Highway. The measure would request that the Department of Transportation determine the cost of appropriate signs showing this special designation and, upon receiving donations from nonstate sources sufficient to cover the cost, to erect those signs.
Existing law, the California Emergency Services Act, generally prescribes duties with regard to various types of emergencies and disasters, including requiring the Governor to coordinate the State Emergency Plan and those programs necessary for the mitigation of the effects of an emergency in this state. Existing law requires the Office of Emergency Services to include in the State Hazard Mitigation Plan an evaluation of risks from specified causes of a long-term electrical outage and, based on that analysis, requires the plan to identify cost-effective and feasible measures to lessen risks from those hazards, including, hardening the critical infrastructure of electrical utilities. This bill would require, on or before July 1, 2028, the Office of Emergency Services, in consultation with the State Energy Resources Conservation and Development Commission and the Office of Energy Infrastructure Safety, to submit an assessment to the relevant policy committees of the Senate and Assembly that (1) identifies and evaluates emergency types during which Californians' access to fuel and transportation resources may be limited in a manner that would impact public health and safety, (2) identifies fuel and transportation resources that are important to maintain during each emergency type based on specified factors, and (3) provides recommendations for actions the state should take in the event of an emergency to ensure that fuel and transportation resources necessary for public health and safety are available during the emergency, as provided.
(1) Existing law defines an electric bicycle as a bicycle equipped with fully operable pedals and an electric motor of less than 750 watts, and classifies electric bicycles into 3 classes with different restrictions for various purposes. This bill would require all class 2 electric bicycles manufactured, sold, or offered for sale on or after January 1, 2029, to be equipped with a speedometer. The bill would also require all electric bicycles manufactured, sold, or offered for sale on or after January 1, 2029, to be equipped with an integrated or detachable front lamp and a rear lamp, as specified. The bill would also require sellers and distributors of electric bicycles to disclose specified information at or before the point of sale, including, among other things, the classification and maximum speed of the electric bicycle and a recommendation that persons under 16 years of age should not ride an electric bicycle at a speed greater than 15 miles per hour. The bill would make a violation of these provisions punishable as an infraction, as specified. (2) Existing law regulates the operation of bicycles on highways and authorizes local authorities to, among other things, prohibit, by ordinance, the operation of an electric bicycle or any class of electric bicycle on equestrian trails or hiking or recreational trails. This bill would authorize a local authority to set a speed limit on a bicycle path of 10, 15, or 20 miles an hour or on a multiuse trail to 10, 15, or 20 miles per hour, as specified, subject to specified signage requirements. However, the bill would specify that speed limits on a bicycle path or multiuse trail established prior to January 1, 2027, shall remain in effect. The bill would also make technical, nonsubstantive changes to these provisions. (3) Existing law establishes various prima facie speed limits. Existing law establishes that specified convictions and violations under the Vehicle Code and traffic-related incidents count as points against a driver's record for purposes of the suspension or revocation of the privilege to drive, except as specified. This bill would additionally set a prima facie speed limit of 10 miles per hour on a sidewalk and specify that a conviction of a violation of that speed limit shall not result in a violation point count. (4) Under existing law, a violation of the Vehicle Code is a crime. By creating new requirements within the Vehicle Code, the violation of which 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 generally regulates classes of insurance, including automobile liability insurance. Existing law prohibits classifying a private passenger motor vehicle as a commercial vehicle, for-hire vehicle, permissive use vehicle, or livery solely because its owner allows it to be shared, if specified criteria are met. In the event of a loss or injury that occurs during any time period when the vehicle is under the operation and control of a person other than the vehicle owner, existing law requires the personal vehicle sharing program to assume all liability of the owner and is considered the owner of the vehicle for all purposes. Existing law requires a personal vehicle sharing program to provide insurance coverages for the vehicle and operator at a minimum of $45,000 for bodily injury or death for one person, $90,000 for bodily injury or death for all persons, and $15,000 for property damage, and, on and after January 1, 2031, to provide liability coverage at least 3 times the minimum insurance requirements for private passenger vehicles. This bill would, instead of requiring a personal vehicle sharing program to assume all liability of the owner, require the program to assume liability of the owner for bodily injury or property damage to injured third parties resulting from personal vehicle sharing in amounts stated in the personal vehicle sharing program agreement, and not less than $250,000 for bodily injury or death for one person, $500,000 for bodily injury or death for all persons, and $100,000 for property damage. The bill would make these provisions inapplicable if the vehicle owner acts in concert with a shared vehicle driver who fails to return the shared vehicle pursuant to the terms of the personal vehicle sharing program agreement.
This measure would urge the Congress of the United States and the Federal Motor Carrier Safety Administration to review federal commercial driver's license disqualification policies and consider reforms that allow greater flexibility for states and appropriate relief for drivers whose livelihoods are affected.
Existing law prohibits the maximum gross weight on any one axle of a bus from exceeding 20,500 pounds, except the maximum limit for the curb weight on any one axle of a transit bus procured through a solicitation process pursuant to which a solicitation was issued on or after January 1, 2019, is set at 22,000 pounds. Existing law, notwithstanding the previous provisions, sets specified higher maximum limits up to 25,000 pounds for the curb weight on any one axle of an articulated transit bus or zero-emission transit bus procured through a solicitation process pursuant to which a solicitation was issued during specified periods between January 1, 2016, and December 31, 2021, inclusive, and sets the 22,000-pound maximum limit for an articulated transit bus or zero-emission transit bus procured through a solicitation process pursuant to which a solicitation was issued on or after January 1, 2022. A violation of this provision is a crime. This bill would, until January 1, 2032, establish specified higher weight limitations up to 25,000 pounds for zero-emission transit buses procured through a solicitation process pursuant to which a solicitation was issued at various specified periods between January 1, 2027, and December 31, 2031 inclusive.
This measure would designate a specified portion of State Highway Route 152 in the County of Santa Clara as the Rusty Areias Highway. The measure would request that the Department of Transportation determine the cost of appropriate signs showing this special designation and, upon receiving donations from nonstate sources sufficient to cover the cost, to erect those signs.
Existing law authorizes a county satisfying specified conditions to establish a service authority for the abatement of abandoned vehicles and to impose a $1 vehicle registration fee for the abatement of abandoned vehicles. The fees imposed and the moneys received by the service authority from the Abandoned Vehicle Trust Fund, a continuously appropriated fund, can only be used for the abatement, removal, and disposal of abandoned, wrecked, dismantled, or inoperative vehicles from private or public property. The service authority is authorized to adopt an ordinance establishing procedures for the abatement, removal, and disposal, as a public nuisance, of an abandoned, wrecked, dismantled, or inoperative vehicle and for the recovery of costs. This bill, notwithstanding these provisions, would authorize the City of Laguna Woods to use the amount of abandoned vehicle abatement funds received from the fee imposed by the service authority that formerly operated in the County of Orange, and the interest accrued thereon, for purposes of enforcing provisions of this code on public highways. This bill would make legislative findings and declarations as to the necessity of a special statute for the City of Laguna Woods.
Existing law authorizes local authorities, for those highways under their jurisdiction, to adopt rules and regulations by ordinance or resolution, on various matters, including regulating traffic by means of specified official traffic control devices and prohibiting the use of particular highways by certain vehicles. Existing law authorizes specified proposed ordinances or resolutions to be effective as to any state highway or part thereof if the proposed ordinance or resolution is submitted to the Department of Transportation for approval prior to the enactment, as specified. This bill would require the Department of Transportation, when reviewing and approving or rejecting an ordinance or resolution that has been submitted to the department for approval by a local authority, to consider the costs of the proposed ordinance or resolution compared to any possible alternative solution to the issue that the proposed ordinance or resolution is addressing and to provide written reasons and justifications for a rejection.
The California Environmental Quality Act (CEQA) requires a lead agency, as defined, to prepare, or cause to be prepared, and certify the completion of, an environmental impact report on a project that it proposes to carry out or approve that may have a significant effect on the environment or to adopt a negative declaration if it finds that the project will not have that effect. CEQA also requires a lead agency to prepare a mitigated negative declaration for a project that may have a significant effect on the environment if revisions in the project would avoid or mitigate that effect and there is no substantial evidence that the project, as revised, would have a significant effect on the environment. Existing law exempts from CEQA a public project for the improvement, institution, or increase of passenger rail service, including the maintenance, construction, or rehabilitation of stations, terminals, or existing operations facilities that will be exclusively used by zero-emission trains or specified rolling stock or locomotives, as provided. This bill would exempt from CEQA, except as specified, a public urban, intermodal rail station project within a long-urbanized area within the statewide passenger rail network, at which high-capacity light, commuter, and intercity rail services converge that meets specified conditions, including, among other requirements, a requirement for compliance with various environmental laws and for the adoption of a plan for how any displacement from the project will be fully addressed, as provided. The bill would require a lead agency, if it determines that a project is not subject to CEQA pursuant to this exemption, and it determines to carry out the project, to file a notice of exemption with the Office of Land Use and Climate Innovation and the county clerk of the county in which the project is located, as provided. The bill would permit exemption only for projects for which a notice of exemption is filed before January 1, 2032. Because a lead agency would be required to determine the applicability of this exemption, 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.
