Existing law establishes the Department of Transportation and requires it to improve and maintain the state highways. Existing law authorizes the department to enter into any contracts required for the performance of its duties, as provided. Existing law establishes bid preferences in public contracting for certain types of bidders, including, but not limited to, small business and microbusiness bidders. This bill would, on and after January 1, 2028, require the department to provide certain bid preferences to a contractor or subcontractor with an employee stock ownership plan (ESOP) in which 30% or more is owned by the ESOP when the contractor or subcontractor bids or is part of a bid on a state-funded construction contract, as specified. The bill would make it unlawful for a person, contractor, or subcontractor to engage in specified behaviors related to the fraudulent obtaining or retaining of an ESOP bid preference and would subject a person, contractor, or subcontractor engaged in those behaviors to a suspension from bidding on or participating in any contract with the department for certain periods and specified civil penalties.
Under existing law, a court is authorized to suspend the driving privilege of a licensed driver convicted of a violation relating to the speed of vehicles or reckless driving for a period not to exceed 30 days for a first conviction, for a period not to exceed 60 days upon a 2nd conviction, and for a period not to exceed 6 months upon a 3rd or any subsequent conviction. This bill would, commencing on January 1, 2028, authorize a court, for a conviction of reckless driving, to suspend the driving privilege for a period not to exceed 60 days, and for a period of not less than 30 days and not to exceed 6 months when the offense occurred within 10 years of a separate reckless driving violation. The bill would require a court to suspend the driving privilege for a period of not less than 90 days and not to exceed one year if the offense occurred within 10 years of 2 or more separate reckless driving violations. Existing law authorizes a peace officer to arrest a person and seize the motor vehicle of the person if a peace officer determines that the person was engaged in a motor vehicle speed contest, reckless driving, or an exhibition of speed on a highway or in an offstreet parking facility. Existing law allows a vehicle seized under this provision to be impounded for up to 30 days. Existing law requires an impounding agency to release a motor vehicle to the registered owner or their agent prior to the conclusion of the impoundment period if, among other reasons, the person alleged to have been engaged in the motor vehicle speed contest was not authorized by the registered owner to operate the motor vehicle at the time of the commission of the offense, or if the registered owner was neither the driver nor a passenger of the motor vehicle or was unaware that the driver was using the motor vehicle to engage in the prohibited activities. If an impounding agency releases a motor vehicle to the registered owner or agent prior to the conclusion of the impoundment period, this bill would require the registered owner to provide evidence that the driver did not have authorization from the registered owner to operate the motor vehicle, as specified, or require the registered owner to submit a written, signed statement attesting that the registered owner was unaware that the driver was using the vehicle to engage in reckless driving. The bill would allow a registered owner or their agent to obtain their vehicle prior to the conclusion of the impoundment period based on the reason that the registered owner was not the driver or passenger of the motor vehicle or was unaware that the driver was engaging in reckless driving 3 times. The bill would prohibit a registered owner from using this reason to obtain the motor vehicle prior to the conclusion of the impoundment period for a 4th or any subsequent arrest that involves the same driver and vehicle. Existing law requires an impounding agency to release an impounded vehicle before the conclusion of the impound period if the charges against the driver are dismissed. This bill would prohibit the registered owner or driver of the vehicle from being charged any towing or storage fees if the vehicle is released for this reason.
Existing law makes it a crime to operate a vehicle while under the influence of alcohol or drugs, and sets forth the penalties for a violation of these provisions. Under existing law, if a person is convicted of a driving under the influence violation and the offense occurs within 10 years of one or more separate driving under the influence violations that resulted in convictions, the offense is subject to escalating fines, suspensions, and other sanctions. This bill would require the Department of Motor Vehicles, upon an appropriation from the Legislature, to provide, as appropriate, a summary of the penalties for specified violations involving alcohol or drugs on specified vehicle registration materials and with each driver's license, and license renewal, as specified. The bill would require the department's summary to include, among other things, the financial consequences of driving under the influence (DUI) of alcohol or drugs, and annual updates to DUI-related statutes.
Existing law requires the Office of Land Use and Climate Innovation and the Natural Resources Agency, on or before July 1, 2026, and every 3 years thereafter, to update the Extreme Heat Action Plan to promote comprehensive, coordinated, and effective state and local government action on extreme heat. This bill would require the office and the agency, on or before July 1, 2028, to conduct an assessment of the disparate and differentiated gendered impacts and risks of extreme heat, as provided, for purposes of integration into updates to the Extreme Heat Action Plan. The bill would require the office and the agency to post the gender assessment on their respective internet websites and to provide the assessment to the relevant policy and fiscal committees of the Legislature. Existing law provides that it is the intent of the Legislature to prioritize the most vulnerable communities, ecosystems, and economic sectors in the state' climate adaptation and resilience strategy set forth in the Safeguarding California Plan and that the Natural Resources Agency consider developing policies to address the impacts of climate change and climate adaptation with a focus on equity and that actions taken to address climate adaptation should be consistent with the plan and specifies that in developing these policies and taking these actions, the agency include the adoption of strategies that seek to address and, at a minimum, avoid worsening social and racial inequities. This bill would additionally state the intent of the Legislature that those strategies shall seek to address and, at a minimum, avoid worsening gender inequities. Existing law requires the office, through the Integrated Climate Adaptation and Resiliency Program, to develop the California Climate Change Assessment to provide an integrated suite of products that report the impacts and risks of climate change, based on the best available science, and identify potential solutions to inform legislative policy. Existing law requires the office to complete the assessment no less frequently than every 5 years. Existing law requires the products in the assessment to include, among other things, reports on issues of statewide significance, including, but not limited to, environmental justice considerations. This bill would expressly require the reports on issues of statewide significance to include gender impact considerations.
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 (EIR) 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. CEQA authorizes the Governor to certify projects meeting certain requirements as infrastructure projects and provide those certified projects with certain streamlining benefits, including requiring the lead agency to prepare the record of proceedings concurrently with the environmental review process and requiring the resolution of an action or proceeding challenging the certification of an EIR for certified projects or the granting of any project approvals, to the extent feasible, within 270 days of the filing of the record of proceedings with the court, as specified. Existing law requires the lead agency, within 10 days of the certification of an infrastructure project, to provide a public notice of the certification, as provided. If a lead agency fails to approve a project certified as an infrastructure project before January 1, 2033, existing law specifies that the certification is no longer valid. This bill would authorize the Governor to certify up to 3 sustainable aviation fuel projects, as defined, meeting certain requirements, as infrastructure projects, thereby providing the above streamlining benefits to those projects. By expanding the duties of a lead agency as they relate to infrastructure projects and to sustainable aviation fuel projects, 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.
This measure would urge President Donald J. Trump and Congress to protect and maintain the historic investments made possible by the Bipartisan Infrastructure Law, the CHIPS and Science Act, and the Inflation Reduction Act of 2022.
Existing law provides for the establishment of the Santa Cruz Metropolitan Transit District, with specified powers and duties related to the operation of public transit services serving the County of Santa Cruz. Existing law, among other things, authorizes the board of directors of the district to impose transactions and use taxes in accordance with the Transactions and Use Tax Law by an ordinance approved by the electors voting on the measure at a special election called by the board of directors for that purpose. This bill would also authorize those special taxes to be imposed by a qualified voter initiative. The bill would require the special election for a tax measure proposed by the board of directors or a qualified voter initiative to be consolidated with a statewide general election by the board of supervisors of the County of Santa Cruz and would require the tax measure to be submitted to the voters in accordance with specified elections provisions. The bill would also require the county elections official for the County of Santa Cruz to serve as the elections official of the district for purposes of administering the ballot measure process and any election for purposes of specified provisions of law. To the extent that the bill would impose additional duties on a county elections official, 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, if the Commission on State Mandates determines that the bill contains costs mandated by the state, reimbursement for those costs shall be made pursuant to the statutory provisions noted above. This bill would declare that it is to take effect immediately as an urgency statute.
Existing law requires the California Transportation Commission to establish a competitive funding program, commonly known as the Short-Line Railroad Improvement Program, to provide funds to the Department of Transportation or regional transportation planning agencies, or both, for short-line railroad projects such as railroad reconstruction, maintenance, upgrade, or replacement. Existing law appropriates up to $7,200,000 from the Trade Corridors Improvement Fund to the program and makes those moneys available for encumbrance or expenditure until June 30, 2028. This bill would extend the availability of those moneys for expenditure by one year. By extending the expenditure date of those moneys, the bill would make an appropriation. In order to receive funding from the Short-Line Railroad Improvement Program, existing law requires at least 30% of the total project cost to be provided from nongovernmental sources. This bill would authorize, for a project under the program for a publicly owned railroad, those funds to be provided from private funds, local funds, or state or federal funds not allocated by the commission on a project-specific basis.
This measure would designate the interchange at State Route 52 and Interstate 805 in the County of San Diego as the Officer Kirk Leland Johnson Memorial Interchange. 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.
This bill would designate a specified portion of State Route 20 in the County of Sutter as the Gordon Lee Bordsen 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.
