This bill creates the Harbors and Inland Waters Maintenance Fund to support ongoing harbor and waterway upkeep in Massachusetts. It directs 0.05% of aviation fuel excise tax revenue (after reimbursements) into this fund, which will finance specific activities managed by the Department of Conservation and Recreation. Key uses include continuous dredging, cleaning harbors/inland waters, removing sunken vessels and derelict piers, and maintaining state piers. The fund replaces a previously defunded account and ensures dedicated resources for navigation safety and waterway maintenance.
This bill makes it illegal to aim laser pointers at aircraft or operate drones in their flight paths within Massachusetts, directly affecting individuals using such devices near airports or in the air. It imposes fines up to $1,500 for basic interference and up to $5,000 or 5 years in prison for causing significant safety disruptions to flights. Key exemptions include authorized FAA testing, military operations, emergency signaling devices, and drone use complying with federal guidelines. The law specifically targets actions that threaten aircraft safety while clarifying that legitimate aviation activities remain permitted.
SD 2505 establishes a clean fuel standard requiring transportation fuel providers in Massachusetts to reduce the carbon intensity of fuels by 80% from 1990 levels by 2050. It creates a credit-trading system where providers earning credits for low-carbon fuels (like electric vehicles or biofuels) can sell them to offset deficits from higher-carbon fuels. Public entities generating credits must invest a portion of their credit value in clean energy and transportation projects within disadvantaged communities. The law applies to most transportation fuels but excludes aviation, rail, military, and interstate waterborne vessels. Compliance is measured using full lifecycle emissions data, including indirect impacts like land use changes.
This bill draft (HD 1665) appears to be a work-in-progress with no substantive text provided in the context. The title suggests it would adjust airplane fuel taxes to encourage a shift toward alternative transportation modes, but no specific mechanisms, affected parties, or policy details are included in the available information. Without the full bill text or summary, a factual description of its provisions cannot be provided. The "DRAFT" notation indicates it has not been finalized for consideration.
HD 2311 establishes a standard requiring transportation fuel providers (such as refiners, blenders, and retailers) to reduce the carbon emissions of transportation fuels by 80% from 1990 levels by 2050. It creates a credit system where providers using low-carbon fuels earn tradable credits to offset higher-emission fuels, measured across the full fuel lifecycle. The law also requires public entities earning credits to invest a portion in clean energy and accessible transportation projects for disadvantaged communities. The standard excludes aviation, rail, military, and waterborne fuels due to federal preemption.
This bill establishes a clean fuel standard requiring transportation fuel providers to reduce the carbon intensity of their fuels by 80% from 1990 levels by 2050. It creates a credit-trading system where providers using low-carbon fuels (like electricity or sustainable aviation fuel) earn credits, while those exceeding the annual carbon intensity standard must purchase credits or face deficits. The Department of Energy Resources will set yearly standards based on full lifecycle emissions, with exceptions for aviation, rail, military, and small-volume fuel providers (though aviation can opt in). Crucially, public entities like utilities generating credits must invest a portion of their credit value into clean energy and accessible transportation projects in disadvantaged communities.
HD 2556 establishes a clean fuel standard requiring transportation fuel providers to reduce the carbon intensity of fuels by 80% below 1990 levels by 2050. It creates a credit-trading system where providers using cleaner fuels earn credits to offset deficits from higher-emission fuels, with specific exclusions for aviation, rail, military, and small-volume providers (though aviation may opt in). Public entities like utilities must invest a portion of credit value into clean energy and accessible transportation projects in disadvantaged communities. The standard uses full lifecycle emissions data (including land use changes) measured annually via the GREET model to calculate compliance.
