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AB = Assembly Bill · ACR = Assembly Concurrent Resolution
SB = Senate Bill · SCR = Senate Concurrent Resolution
This information reflects a review of legislation proposed as of 2018-06-06. Note that some are non-highway, if I find them of interest. Also note that the California State Legislature has a new website to obtain bill information, which includes the ability to subscribe to bills and to comment on them. Last items examined:
Note: ★ indicates new items as of this update. ✠ indicates items that are essentially dead (no activity for two update cycles or six months, whichever is longer)
This bill instead would require that the presidential primary election
be held on the first Tuesday after the first Monday in March of a year that
is evenly divisible by the number 4. The bill would require that the
statewide direct primary election be held on that same day in March and
consolidated with the presidential primary election during a presidential
primary election year. The statewide direct primary election would continue
to be held in June of an even-numbered year in which a presidential primary
election is not held.
08/31/17 Ordered to inactive file at the request of
Senator Lara.
This bill would prohibit, commencing July 1, 2018, a high-occupancy
vehicle lane from being established in the County of Riverside, unless that
lane is established as a high-occupancy vehicle lane only during the hours
of heavy commuter traffic, as determined by the department. The bill would
require any existing high-occupancy vehicle lane in the County of Riverside
that is not a toll lane to be modified to operate as a high-occupancy lane
under those same conditions. The bill would provide that these provisions
apply only to the extent that they do not endanger federal funding. The
bill would authorize the department, on or after May 1, 2019, to reinstate
24-hour high-occupancy vehicle lanes in the County of Riverside if the
department makes a specified determination, and would require the
department to report to the Legislature on the impact on traffic of
limiting the use of high-occupancy lanes only during the hours of heavy
commuter traffic, as provided in the bill.
09/15/17 Ordered to inactive file at the request of
Senator Roth.
This bill would require the Department of Transportation, in consultation with the Los Angeles County Metropolitan Transportation Authority, to establish the State Route 710 North Advisory Committee, with a specified membership, to study the alternatives considered in the State Route 710 North Draft Environmental Impact Review and other transit options to improve travel in, and environmental impacts of, the State Route 710 North project area, along with alternatives not considered by the environmental review. The bill would require the advisory committee, by January 1, 2019, to make recommendations in a report to the Legislature, the Department of Transportation, and the Los Angeles County Metropolitan Transportation Authority on the most appropriate and feasible alternative in the State Route 710 North project area that would promote smart and functional land use, reduce automobile dependency, encourage multimodal trips, improve traffic operations, and maximize the use of the latest available technologies to enhance the performance of the existing transportation system to minimize impacts of regional traffic on the communities along the State Route 710 corridor.
The bill would require the department to implement the alternative
recommended by the advisory committee, if appropriate and feasible. The
bill would limit the portion of Route 710 included in the California
freeway and expressway system to the portion between Route 1 and Route 10.
07/10/17 In committee: Set, first hearing. Hearing
canceled at the request of author.
This bill would require the department, within its maintenance programs
relating to litter cleanup and abatement, to assign the highest priority to
litter deposited along state highway segments that carry the highest
traffic volumes and the segments found by the department to have the
highest incidences of litter and to reallocate existing litter cleanup
resources as necessary in order to implement this priority. The bill would
also require the department, on or before January 1, 2020, to conduct an
assessment of the problem of litter on state highways and to make a
specified report to the Legislature on its findings. The bill would require
the department to consult with interested stakeholders that may include
city and county officials in the development of the report.
05/08/18 In committee: Hearing postponed by
committee.
This bill would repeal the Road Repair and Accountability Act of 2017
(SB1). This bill would declare that it is to take effect immediately as an
urgency statute.
01/16/18 Referred to Com. on TRANS.
This bill would authorize the commission to relinquish to the County of
Kern and the City of Bakersfield the entirety of State Highway Route 184,
under certain conditions.
05/25/18 In committee: Held under submission.
This bill would continuously appropriate the revenues in the account, after deductions for administration, with 40% of the revenues to be allocated to the Department of Transportation for maintenance of the state highway system or for purposes of the State Highway Operation and Protection Program, 40% of the revenues to be apportioned by the Controller to cities and counties for road purposes pursuant to a specified formula, and 20% to fund projects in the State Transportation Improvement Program that create measurable reductions in traffic congestion. The bill would require the California Transportation Commission to adopt performance criteria and metrics for expenditure of certain of these revenues, and would impose various requirements on cities and counties in order to receive apportionments.
The bill would also require the department to implement efficiency measures with the goal of generating $100,000,000 annually in savings at the department and to propose, from the identified savings, an appropriation to be included in the annual Budget Act of up to $100,000,000 from the State Highway Account for expenditure on the Active Transportation Program.
(2) This bill would instead require [various loans of transportation revenues to the General Fund] to be repaid by December 31, 2018 [instead of June 30, 2021].
(3) This bill would require the Department of Transportation to increase its annual use of contract staff resources so that 20% of its capital outlay staff consists of contract resources by the 2020–21 fiscal year.
(4) This bill, commencing January 1, 2019, would instead [of the current formula] transfer to the Highway Users Tax Account for allocation to state and local transportation purposes under a specified formula most of the gasoline excise tax revenues currently being deposited in the General Fund that are attributable to boats, agricultural vehicles, and off-highway vehicles. Because that account is continuously appropriated, the bill would make an appropriation. The bill would also delete a monthly transfer to the General Fund of $833,000 in gasoline excise taxes attributable to off-highway vehicles, thereby retaining those revenues for off-highway vehicle programs.
(5) This bill would repeal [provisions dealing with weight fees and where they are deposited], thereby eliminating the use of the weight fee revenues for transportation general obligation bond debt service and retaining those revenues in the State Highway Account. The bill would make other conforming changes in that regard.
(6) This bill would delete the transfer of [miscellaneous revenues] to the Transportation Debt Service Fund, and would instead require the miscellaneous revenues to be transferred to the Traffic Relief and Road Improvement Account for expenditure pursuant to (1) above.
(7) This bill would require certain amounts of revenue to be made available for specified purposes from the Greenhouse Gas Reduction Fund to the extent revenues are available after funding existing programs, and would require specified diesel sales and use tax revenues and certain vehicle registration fee revenues to be transferred to the Traffic Relief and Road Improvement Account for expenditure pursuant to (1) above. The bill, beyond the backfill required for the Public Transportation Account, would additionally provide for an additional transfer from the Greenhouse Gas Reduction Fund to the Public Transportation Account, as specified. Because certain revenues in the Public Transportation Account are continuously appropriated, this bill would make an appropriation in that regard. The bill would exempt funds transferred from the Greenhouse Gas Reduction Fund to the Public Transportation Account from statutory restrictions and limitations otherwise applicable to expenditures from the Greenhouse Gas Reduction Fund, as specified. The bill would also require backfill of vehicle registration fee revenues otherwise to be allocated to the Air Quality Improvement Fund, the Alternative and Renewable Fuel and Vehicle Technology Fund, and the Enhanced Fleet Modernization Subaccount, as specified.
(8) This bill would exclude the California Transportation Commission from the Transportation Agency, establish it as an independent entity in state government, and require it to act in an independent oversight role. The bill would also make conforming changes.
(9) This bill would rename [the Independent Office of Audits and Investigations within the department] as the Independent Office of Audits and Investigations for Transportation and would make it an independent office that would not be a subdivision of any other government entity to ensure that state and local agencies expending state transportation funds are operating efficiently, effectively, and in compliance with applicable federal and state laws. The bill would require the Inspector General to annually conduct an audit of all state transportation megaprojects.
(10) This bill would authorize lease agreements under [public-private partnership] provisions to be entered into until January 1, 2030. The bill would include the Santa Clara Valley Transportation Authority within the definition of regional transportation agency for this these purposes. The bill would make other revisions to these provisions.
(11) This bill would provide that CEQA does not apply to a project, or the issuance of a permit for a project, that consists of the inspection, maintenance, repair, rehabilitation, replacement, or removal of existing transportation infrastructure, as specified, or to the addition of an auxiliary lane or bikeway to existing transportation infrastructure under certain conditions.
(12) This bill would eliminate the authority of the office to adopt guidelines establishing alternative metrics for transportation impacts outside transit priority areas.
(13) This bill would declare that it is to take effect immediately as an
urgency statute..
01/29/18 Referred to Com. on TRANS.
This bill would, on June 30, 2019, eliminate the requirement that the
Controller withhold $833,000 from the monthly transfer to the Off-Highway
Vehicle Trust Fund and transfer that amount to the General Fund. The bill
would thereby transfer this amount monthly to the Off-Highway Vehicle Trust
Fund..
05/25/18 In committee: Held under submission.
This bill would, in an action or proceeding seeking judicial review
under the California Environmental Quality Act, prohibit a court from
staying or enjoining a transportation project that would reduce total
vehicle miles traveled, that is included in a sustainable communities
strategy, and for which an environmental impact report has been certified,
unless the court makes specified findings..
04/16/18 In committee: Hearing for testimony
only.
This bill would additionally authorize the commission to relinquish all
or a portion of Route 185 in the City of San Leandro to that city, as
specified.
05/30/18 In Senate. Read first time. To Com. on RLS.
for assignment.
This bill would also require the notice of toll evasion violation to
include a copy of photographic evidence on which the toll evasion
determination was based if the vehicle was found, by automated devices, to
have evaded the toll through failure to meet occupancy requirements in a
high-occupancy toll lane. Because this bill would require an issuing agency
or a processing agency to include additional materials in the notice, it
would impose a state-mandated local program.
05/03/18 Referred to Com. on T. & H.
This bill would authorize the authority to adopt a commute benefit
ordinance that requires covered employers operating within the
authority’s area with a specified number of employees to offer
certain employees commute benefits, as specified, except that the bill
would prohibit the ordinance from affecting employers covered by certain
South Coast Air Quality Management District rules or regulations. The bill
would require the ordinance to specify certain matters, including any
consequences for noncompliance. The bill would, if the authority adopts a
commute benefit ordinance, require the authority, before January 1, 2022,
to submit a report to the transportation policy committees of each house of
the Legislature that includes specified elements..
05/10/18 Referred to Coms. on T. & H. and
EQ.
This bill would, to the extent possible, and where feasible, require the
department to partner with appropriate public agencies, including, but not
limited to, the Department of Parks and Recreation, any federal department
or agency, and any regional or local public entity, to develop strategies
and plans to maximize safe and convenient access for bicycles and
pedestrians to federal, state, regional, and local parks adjacent to or
connected to the state highway system.
05/31/18 In Senate. Read first time. To Com. on RLS.
for assignment.
This bill would exclude the California Transportation Commission from
the Transportation Agency, establish it as an entity in state government,
and require it to act in an independent oversight role. The bill would also
make conforming changes.
05/30/18 Referred to Coms. on T. & H. and
G.O.
This bill would instead designate Route 241 from Oso Parkway in the City
of Mission Viejo to Route 91 in the City of Anaheim.
04/17/18 Re-referred to Com. on TRANS.
This bill would make a nonsubstantive change to these provisions.
02/17/18 From printer. May be heard in committee March
19.
This bill would authorize VTA to conduct, administer, and operate a
value pricing high-occupancy toll lane program on State Highway Route 101
and a specified portion of State Highway Route 280 in the City and County
of San Francisco in coordination with the San Francisco County
Transportation Authority, as prescribed.
05/31/18 In Senate. Read first time. To Com. on RLS.
for assignment.
This bill would make nonsubstantive changes to this provision.
02/17/18 From printer. May be heard in committee March
19.
This bill would create within the Secretary of State the Office of
Elections Cybersecurity to coordinate efforts between the Secretary of
State and local elections officials to reduce the likelihood and severity
of cyber incidents that could interfere with the security or integrity of
elections in the state.
05/17/18 Referred to Com. on E. & C.A.
This bill would create the California Port Efficiency Program to fund
projects that improve velocity, throughput, and reliability of port
operations, as defined. The program would require the department to select
projects proposed by port authorities and regional transportation agencies
that most effectively improve velocity, throughput, and reliability of port
operations..
05/25/18 In committee: Held under submission.
This bill would revise the implementation requirement described above to
provide that all state agencies, as defined, must implement and comply with
the policies and procedures issued by the office.
05/31/18 In Senate. Read first time. To Com. on RLS.
for assignment.
This bill would require the Department of Transportation, no later than
February 1, 2018, to update the Legislature, the Assembly Committee on
Transportation, and the Senate Committee on Transportation and Housing
regarding any feasibility studies completed for proposed projects designed
to improve safety and mitigate suicide risks on the San Diego-Coronado
Bridge. The bill would require the department, no later than June 30, 2018,
to also update the Legislature and those legislative committees regarding
any scoping reports for any proposed projects for which a feasibility study
was completed pursuant to those provisions, containing specified timelines
and information, as prescribed.
09/08/17 From committee with author's amendments. Read
second time and amended. Re-referred to Com. on TRANS.
This bill would make a similar exception from the above prohibition for
the installation of a cover over the license plate of a lawfully parked
vehicle.
01/30/18 Read third time. Refused passage. (Ayes 12.
Noes 18. Page 4126.).
This bill would specify that the authorization to establish the
above-mentioned pilot program includes the authority to establish a pilot
program to evaluate alternative methods of collecting fees related to the
registration of a motor vehicle or the purchase, renewal, or transfer of
license plates.
09/01/17 September 1 hearing: Held in committee and
under submission.
If the improvement would not affect the operation of the state highway
and the associated work would be performed in accordance with local agency
plans and specifications, this bill would prohibit the department from
denying an application for a permit solely because the associated work is
not to be performed in accordance with plans and specifications approved by
the department.
06/04/18 From committee with author's amendments. Read
second time and amended. Re-referred to Com. on TRANS.
This bill would authorize an identifier to be issued commencing January
1, 2019, until January 1, 2023, to SULEVs, enhanced AT PEZEVs, and TZEVs
for a vehicle that had previously been issued an identifier and would make
that identifier valid January 1, 2023, if the applicant for the identifier
has a household income at or below 80% of the state median income. The bill
would require the Department of Motor Vehicles to report to the Legislature
the number of identifiers issued pursuant to those provisions, and would
require the report to be issued after January 1, 2023, but before June 1,
2023. The bill would prohibit a person who obtained an identifier for a
vehicle prior to January 1, 2017, from obtaining another identifier
pursuant to those provisions, notwithstanding the person’s qualifying
income. The bill would also make a conforming change and technical,
nonsubstantive changes.
06/04/18 Referred to Com. on TRANS.
This bill would make technical, nonsubstantive changes to those
provisions.
02/14/18 Referred to Com. on RLS.
This bill would authorize the commission to relinquish to the City of
Fremont a specified portion of Route 84 within its city limits, upon terms
and conditions the commission finds to be in the best interests of the
state, if the department and the city enter into an agreement providing for
that relinquishment.
05/07/18 Referred to Com. on TRANS.
This bill would exempt signs to facilities or attractions located in the County of Tehama that are directly related to an American Viticultural Area located in that county from this requirement. The bill would also express the intent of the Legislature to authorize the County of Tehama to place wayfinding signage on state highways in support of an American Viticultural Area located in the county.
This bill would make legislative findings and declarations as to the
necessity of a special statute for the County of Tehama.
05/07/18 Referred to Com. on TRANS.
This bill would extend the operation of these provisions until January
1, 2023. The bill would, in addition, require the technical advisory
committee to continue to assess the potential for mechanisms, including,
but not limited to, a mileage-based revenue collection system, to use as
alternative methods to the existing gas tax system for generating the
revenue necessary to maintain and operate the state’s transportation
system. The bill would, instead, require the committee to gather public
comment related to the assessment of those mechanisms.
06/04/18 From committee with author's amendments. Read
second time and amended. Re-referred to Com. on TRANS.
This bill would reinstate the operation of the latter provision. The bill would repeal that provision on January 1, 2020.
This bill would declare that it is to take effect immediately as an
urgency statute.
03/29/17 Chaptered by Secretary of State - Chapter 4,
Statutes of 2017.
This bill would additionally authorize the commission to relinquish all
or a portion of Route 185 in the unincorporated area of the County of
Alameda to that county, as specified.
09/28/17 Chaptered by Secretary of State - Chapter
339, Statutes of 2017.
Existing law requires the Department of Transportation to prepare a 10-year state highway rehabilitation plan for the rehabilitation and reconstruction by the State Highway Operation and Protection Program of all state highways and bridges owned by the state. This plan is required to be submitted by the department to the commission for review and comments by January 31 of each odd-numbered year, and then transmitted by the department to the Governor and Legislature by May 1 of each odd-numbered year. Existing law also requires the department to prepare a 5-year maintenance plan that addresses the maintenance needs of the state highway system, limited to maintenance activities that if not performed, could result in increased State Highway Operation and Protection Program costs in the future. Existing law requires the maintenance plan to be submitted by the department to the commission, the Governor, and the Legislature by January 31 of each odd-numbered year. Existing law provides that these plans shall be the basis for, among other things, the department’s budget request.
This bill would require the department to prepare a draft State Highway
System Management Plan, which would consist both of the 10-year state
highway rehabilitation plan and the 5-year maintenance plan. The bill would
require the department to make the draft of its proposed State Highway
System Management Plan available to regional transportation agencies for
review and comment, and would require the department to include and respond
to the comments in the final plan to the commission by February 15 of each
odd-numbered year. The bill would require the department to transmit the
final State Highway System Management Plan to the Governor and Legislature
by June 1 of each odd-numbered year.
09/27/17 Chaptered by Secretary of State - Chapter
314, Statutes of 2017.
Existing state law authorizes the Department of Transportation to designate certain lanes for the exclusive use of HOVs. Existing law also authorizes super ultra-low emission vehicles (SULEV), ultra-low emission vehicles (ULEV), advanced technology partial zero-emission vehicles (AT PZEV), or transitional zero-emission vehicles (TZEV), as specified, that display a valid identifier issued by the Department of Motor Vehicles to use these HOV lanes until January 1, 2019, or until the date federal authorization expires, or until the Secretary of State receives a specified notice, whichever occurs first. Existing law makes the use by a driver of an HOV lane without those identifiers a crime. Existing law requires the Department of Transportation to remove individual HOV lanes, or portions of those lanes, during peak periods of congestion from access by vehicles displaying the identifiers if the department makes specified findings.
This bill would extend the authority of drivers of specified vehicles to use HOV lanes until the date federal authorization expires, or until the Secretary of State receives a specified notice, whichever occurs first. The bill would authorize the Department of Motor Vehicles to issue other identifiers until the date federal authorization expires, or until the Secretary of State receives a certain notice, whichever occurs first.
The bill would make certain existing identifiers valid until January 1, 2019, would make certain identifiers issued on or after January 1, 2019, valid until January 1, 2022, and would make other identifiers issued on or after January 1, 2019, valid until January 1 of the 4th year after the year in which they were issued, as specified. The bill would make vehicles that have been issued an identifier before January 1, 2017, ineligible for those identifiers issued on and after 2017. The bill would additionally condition eligibility for the identifiers on the applicant not having received a rebate pursuant to the Clean Vehicle Rebate Project for a vehicle purchased on or after January 1, 2018, unless the applicant meets certain income restrictions. The bill would provide that if these provisions become inoperative, the driver of a vehicle with an otherwise valid decal, label, or other identifier would not be cited for a violation of the HOV lane provisions within 60 days of the date that those provisions became inoperative. The bill would make additional conforming changes.
The bill would repeal these provisions on September 30, 2025.
10/10/17 Chaptered by Secretary of State - Chapter
630, Statutes of 2017.
This bill would revise the provisions governing leases of department
property in the City and County of San Francisco under these financial
terms to require that a lease be offered on a right of first refusal by the
department to the city and county or a political subdivision of the city
and county and would also authorize leases of property for park,
recreational, or open-space purposes, subject to certain additional terms
and conditions, including a requirement for the department to lease
property located within a priority development area, as defined, to the
city and county for up to 10 parcels, at a specified below market value
lease amount, and a requirement, applicable to all leases, for the lessee
to be responsible for all associated maintenance costs. The bill would
provide for the lease to authorize the lessee to subsidize its maintenance
costs through a limited revenue generation model, with any revenues
generated above the maintenance costs to be shared with the state, as
specified. The bill would require the city and county or a political
subdivision of the city and county, in consultation with the department, to
follow all applicable health, environmental, safety, design, and
engineering standards.
10/15/17 Chaptered by Secretary of State - Chapter
822, Statutes of 2017.
This bill would authorize a city or county to display the Flag of the
United States of America or the Flag of the State of California, or both,
as part of a gateway monument, as defined (a “gateway monument”
means any freestanding structure or sign, or nonintegral or nonrequired
highway feature, constructed within the state’s right-of-way, that
communicates the name of the city or county.)
09/01/17 Chaptered by Secretary of State - Chapter
201, Statutes of 2017.
Existing law defines an “official traffic control signal” as any device, whether manually, electrically, or mechanically operated, by which traffic is alternately directed to stop and proceed and which is erected by authority of a public body or official having jurisdiction.
Existing law states that any required stop be made at a sign, crosswalk, or limit line indicating where the stop is to be made, but, in the absence of that sign or marking, existing law requires that the stop be made at the official traffic control signal.
This bill would also require a stop to be made at an official traffic
control signal erected and maintained at a freeway or highway on ramp. The
bill would also make technical, nonsubstantive changes to that
provision.
10/07/17 Chaptered by Secretary of State - Chapter
555, Statutes of 2017.
This bill would authorize the commission to relinquish to the City of
Santa Clarita all or any portion of Sierra Highway, also known as Route 14U, located within the city limits of that city, upon terms and conditions
the commission finds to be in the best interests of the state, if the
department and the city enter into an agreement providing for that
relinquishment. The bill would make legislative findings and
declarations.
09/28/17 Chaptered by Secretary of State - Chapter
351, Statutes of 2017.
The San Bernardino County Transportation Authority Consolidation Act of 2017, within the County Transportation Commissions Act, creates the San Bernardino County Transportation Authority (SBCTA). The SBCTA is subject to the contracting provisions of the County Transportation Commissions Act, including the requirement that the SBCTA purchase of all supplies, equipment, and materials, and the construction of all facilities and works, in excess of $25,000, be by contract let to the lowest responsible bidder.
Existing law, until January 1, 2025, authorizes local agencies to use the design-build contracting process for public works projects. Existing law defines “local agency” as cities and counties, certain special districts relating to wastewater, solid waste, water recycling, and fire protection facilities, various governmental entities responsible for the construction of transit projects, and the San Diego Association of Governments. Existing law defines “project” specifically for each described category of local agency.
This bill would authorize the SBCTA, upon approval of its board of directors, to use the design-build contracting process for local agencies to award a contract for the construction of the Mt. Vernon Avenue Viaduct project in the City of San Bernardino (the project).
Existing law requires specified information submitted by a design-build entity, as defined, in the design-build procurement process to be certified under penalty of perjury.
By authorizing SBCTA to use design-build for the project, the bill would expand the scope of the crime of perjury and would thus impose a state-mandated local program.
This bill would make legislative findings and declarations as to the necessity of a special statute for the project.
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.
07/31/17 Chaptered by Secretary of State - Chapter
154, Statutes of 2017.
This bill would add to the list of specific roadside businesses eligible
for an information sign under these provisions a business offering electric
vehicle charging facilities.
07/31/17 Chaptered by Secretary of State - Chapter
158, Statutes of 2017.
This bill would create the Road Maintenance and Rehabilitation Program to address deferred maintenance on the state highway system and the local street and road system. The bill would require the California Transportation Commission to adopt performance criteria, consistent with a specified asset management plan, to ensure efficient use of certain funds available for the program. The bill would provide for the deposit of various funds for the program in the Road Maintenance and Rehabilitation Account, which the bill would create in the State Transportation Fund, including revenues attributable to a $0.12 per gallon increase in the motor vehicle fuel (gasoline) tax imposed by the bill with an inflation adjustment, as provided, 50% of a $0.20 per gallon increase in the diesel excise tax, with an inflation adjustment, as provided, a portion of a new transportation improvement fee imposed under the Vehicle License Fee Law with a varying fee between $25 and $175 based on vehicle value and with an inflation adjustment, as provided, and a new $100 annual vehicle registration fee applicable only to zero-emission vehicles model year 2020 and later, with an inflation adjustment, as provided. The bill would provide that the fuel excise tax increases take effect on November 1, 2017, the transportation improvement fee takes effect on January 1, 2018, and the zero-emission vehicle registration fee takes effect on July 1, 2020.
This bill would annually set aside $200,000,000 of the funds available for the program to fund road maintenance and rehabilitation purposes in counties that have sought and received voter approval of taxes or that have imposed fees, including uniform developer fees, as defined, which taxes or fees are dedicated solely to transportation improvements. These funds would be continuously appropriated for allocation pursuant to guidelines to be developed by the California Transportation Commission in consultation with local agencies. The bill would require $100,000,000 of the funds available for the program to be available annually for expenditure, upon appropriation by the Legislature, on the Active Transportation Program. The bill would require $400,000,000 of the funds available for the program to be available annually for expenditure, upon appropriation by the Legislature, on state highway bridge and culvert maintenance and rehabilitation. The bill would require $5,000,000 of the funds available for the program that are not restricted by Article XIX of the California Constitution to be appropriated each fiscal year to the California Workforce Development Board to assist local agencies to implement policies to promote preapprenticeship training programs to carry out specified projects funded by the account. The bill would require $25,000,000 of the funds available for the program to be annually transferred to the State Highway Account for expenditure on the freeway service patrol program. The bill would require $25,000,000 of the funds available for the program to be available annually for expenditure, upon appropriation by the Legislature, on local planning grants. The bill would authorize annual appropriations of $5,000,000 and $2,000,000 of the funds available for the program to the University of California and the California State University, respectively, for the purpose of conducting transportation research and transportation-related workforce education, training, and development, as specified. The bill would require the remaining funds available for the program to be allocated 50% for maintenance of the state highway system or to the state highway operation and protection program and 50% to cities and counties pursuant to a specified formula. The bill would impose various requirements on the department and agencies receiving these funds. The bill would authorize a city or county to spend its apportionment of funds under the program on transportation priorities other than those allowable pursuant to the program if the city’s or county’s average Pavement Condition Index meets or exceeds 80.
(2) Existing law creates the Department of Transportation within the Transportation Agency.
This bill would create the Independent Office of Audits and Investigations within the department, with specified powers and duties. The bill would provide for the Governor to appoint the director of the office for a 6-year term, subject to confirmation by the Senate, and would provide that the director, who would be known as the Inspector General, may not be removed from office during the term except for good cause. The bill would specify the duties and responsibilities of the Inspector General with respect to the department and local agencies receiving state and federal transportation funds through the department, and would require an annual report to the Legislature and Governor.
This bill would require the department to update the Highway Design Manual to incorporate the “complete streets” design concept by January 1, 2018. The bill would require the department to develop a plan by January 1, 2020, to increase by up to 100% the dollar value of contracts awarded to small businesses, disadvantaged business enterprises, and disabled veteran business enterprises, as specified.
(3) Existing law provides for loans of revenues from various transportation funds and accounts to the General Fund, with various repayment dates specified.
This bill would identify the amount of outstanding loans from certain transportation funds as $706,000,000. The bill would require the Department of Finance to prepare a loan repayment schedule and would require the outstanding loans to be repaid pursuant to that schedule, as prescribed. The bill would appropriate funds for that purpose from the Budget Stabilization Account. The bill would require the repaid funds to be transferred, pursuant to a specified formula, to various state and local transportation purposes.
(4) The Highway Safety, Traffic Reduction, Air Quality, and Port Security Bond Act of 2006 (Proposition 1B) created the Trade Corridors Improvement Fund and provided for allocation by the California Transportation Commission of $2 billion in bond funds for infrastructure improvements on highway and rail corridors that have a high volume of freight movement and for specified categories of projects eligible to receive these funds.
This bill would deposit the revenues attributable to 50% of the $0.20 per gallon increase in the diesel fuel excise tax imposed by the bill into the Trade Corridor Enhancement Account, to be expended on corridor-based freight projects nominated by local agencies and the state.
(5) Article XIX of the California Constitution requires gasoline excise tax revenues from motor vehicles traveling upon public streets and highways to be deposited in the Highway Users Tax Account, for allocation to city, county, and state transportation purposes. Existing law generally provides for statutory allocation of gasoline excise tax revenues attributable to other modes of transportation, including aviation, boats, agricultural vehicles, and off-highway vehicles, to particular accounts and funds for expenditure on purposes associated with those other modes, except that a specified portion of these gasoline excise tax revenues is deposited in the General Fund. Expenditure of the gasoline excise tax revenues attributable to those other modes is not restricted by Article XIX of the California Constitution.
This bill, commencing November 1, 2017, would transfer the gasoline excise tax revenues attributable to boats and off-highway vehicles from the new $0.12 per gallon increase, and future inflation adjustments from that increase, to the State Parks and Recreation Fund, to be used for state parks, off-highway vehicle programs, or boating programs. The bill would allocate revenues from future inflation adjustments of the existing gasoline excise tax rate attributable to the nonhighway modes pursuant to existing law.
(6) Existing law, as of July 1, 2011, increases the sales and use tax on diesel and decreases the excise tax, as provided. Existing law requires the State Board of Equalization to annually modify both the gasoline and diesel excise tax rates on a going-forward basis so that the various changes in the taxes imposed on gasoline and diesel are revenue neutral.
This bill would eliminate, effective July 1, 2019, the annual rate adjustment to maintain revenue neutrality for the gasoline and diesel excise tax rates and would reimpose on that date the higher gasoline excise tax rate that was in effect on July 1, 2010, in addition to the increase in the rate described in (1) above that becomes effective on November 1, 2017.
Existing law, beyond the sales and use tax rate generally applicable, imposes an additional sales and use tax on diesel fuel at the rate of 1.75%, subject to certain exemptions, and provides for the net revenues collected from the additional tax to be transferred to the Public Transportation Account. Existing law continuously appropriates these and other revenues in the account to the Controller for allocation by formula to transportation agencies for public transit purposes under the State Transit Assistance Program. Existing law provides for appropriation of other revenues in the account to the Department of Transportation for various other transportation purposes, including intercity rail purposes.
This bill would increase the additional sales and use tax rate on diesel fuel by an additional 4%. The bill would continuously appropriate revenues attributable to the 3.5% rate increase to the Controller for allocation to transportation agencies for public transit purposes under the State Transit Assistance Program. The bill would require the revenues attributable to the remaining 0.5% rate increase to be continuously appropriated to the Transportation Agency for intercity rail and commuter rail purposes.
The bill would also allocate portions of the revenue from the new transportation improvement fee to the State Transit Assistance Program and to the Transit and Intercity Rail Capital Program. The bill would restrict expenditures of the fee revenues made available to the State Transit Assistance Program to transit capital purposes and certain transit services, and would require a recipient transit agency to comply with various requirements, as specified.
(7) Existing law provides for the state to receive certain compact assets, as defined, from designated tribal compacts relative to Indian gaming, and authorized the compact assets to be sold by the Infrastructure and Economic Development Bank to a special purpose trust in order to generate state revenues. Existing law designated certain of these revenues to be used to repay certain loans of transportation funds that were made to the General Fund.
This bill would delete the references to the special purpose trust and revise payments to various transportation accounts to be made from compact assets. The bill would repeal various other related provisions.
(8) Existing law creates the Traffic Congestion Relief Program and identifies various specific projects eligible to receive funding.
This bill would deem the Traffic Congestion Relief Program to be complete and final as of June 30, 2017, and would provide that projects without approved applications are no longer eligible for funding.
(9) Existing law requires the Department of Transportation to prepare a state highway operation and protection program every other year for the expenditure of transportation capital improvement funds for projects that are necessary to preserve and protect the state highway system, excluding projects that add new traffic lanes. The program is required to be based on an asset management plan, as specified. Existing law requires the department to specify, for each project in the program the capital and support budget and projected delivery date for various components of the project. Existing law provides for the California Transportation Commission to review and adopt the program, and authorizes the commission to decline and adopt the program if it determines that the program is not sufficiently consistent with the asset management plan.
This bill would require the commission, as part of its review of the program, to hold at least one hearing in northern California and one hearing in southern California regarding the proposed program. The bill would require the department to submit any change to a programmed project as an amendment to the commission for its approval.
This bill, on and after July 1, 2017, would also require the commission to make an allocation of capital outlay support resources by project phase for each project in the program, and would require the department to submit a supplemental project allocation request to the commission for each project that experiences cost increases above the amounts in its allocation. The bill would require the commission to establish guidelines to provide exceptions to the requirement for a supplemental project allocation requirement that the commission determines are necessary to ensure that projects are not unnecessarily delayed.
(10) Existing law generally provides for transportation capital improvement projects to be nominated and programmed through the state highway operation and protection program, relative to state highway rehabilitation and similar projects, or through the state transportation improvement program, relative to capacity enhancements and other capital projects.
This bill would create the Solutions for Congested Corridors Program, with funding appropriated for the program from a portion of the new transportation improvement fee to be allocated by the California Transportation Commission to projects designed to achieve a balanced set of transportation, environmental, and community access improvements within highly congested travel corridors throughout the state and that are part of a comprehensive corridor plan. The bill would provide for regional transportation agencies and the Department of Transportation to nominate projects, with preference to be given to projects that demonstrate collaboration between the regional agencies and the department.
(11) 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.
This bill would establish the Advance Mitigation Program in the Department of Transportation to enhance communications between the department and stakeholders to, among other things, protect natural resources and accelerate project delivery. The bill would require the department to set aside not less than $30,000,000 annually for 4 years for the program from capital outlay revenues.
(12) Existing law imposes various limitations on emissions of air contaminants for the control of air pollution from vehicular and nonvehicular sources. Existing law generally designates the State Air Resources Board as the state agency with the primary responsibility for the control of vehicular air pollution.
This bill would prohibit, except as specified, the requiring of the retirement, replacement, retrofit, or repower of a self-propelled commercial motor vehicle during a specified period. The bill would require the state board to, by January 1, 2025, evaluate the impact of these provisions on state and local clean air efforts to meet state and local clean air goals, as provided.
(13) Existing law prohibits a person from driving, moving, or leaving standing upon a highway any motor vehicle, as defined, that has been registered in violation of provisions regulating vehicle emissions.
This bill, effective January 1, 2020, would require the Department of Motor Vehicles to confirm, prior to the initial registration or the transfer of ownership and registration of a diesel-fueled vehicle with a gross vehicle weight rating of more than 14,000 pounds, that the vehicle is compliant with, or exempt from, applicable air pollution control technology requirements, pursuant to specified provisions. The bill would require the department to refuse registration, or renewal or transfer of registration, for certain diesel-fueled vehicles, based on weight and model year, that are subject to specified provisions relating to the reduction of emissions of diesel particulate matter, oxides of nitrogen, and other criteria pollutants from in-use diesel-fueled vehicles. The bill would authorize the department to allow registration, or renewal or transfer of registration, for any diesel-fueled vehicle that has been reported to the State Air Resources Board, and is using an approved exemption, or is compliant with applicable air pollution control technology requirements, pursuant to specified provisions.
Existing law authorizes the department, in its discretion, to issue a temporary permit to operate a vehicle when a payment of fees has been accepted in an amount to be determined by the department and paid to the department by the owner or other person in lawful possession of the vehicle.
This bill would additionally authorize the department to issue a temporary permit to operate a vehicle for which registration is otherwise required to be refused under the provisions of the bill, as prescribed.
(14) The bill would enact other related provisions.
(15) This bill would declare that it is to take effect immediately as an
urgency statute.
04/28/17 Chaptered by Secretary of State. Chapter 5,
Statutes of 2017.
Existing law declares the intent of the Legislature to preserve, upgrade, and expand the supply of current housing to persons or families of low or moderate income through the sale of specified surplus residential property. Existing law requires an agency of the state disposing of surplus residential property to do so in accordance with specified priorities and procedures, including that priority to purchase be given to tenants that are former owners or are persons or families of low or moderate income.
This bill would, until January 1, 2020, prohibit the Department of Transportation from increasing the rent of tenants who reside in surplus residential property located within the Route 710 corridor in the County of Los Angeles and who participate in the Affordable Rent Program administered by the department.
10/07/17 Chaptered by Secretary of State. Chapter 568, Statutes of 2017.
This bill would provide an exemption to allow for blood transport
vehicles, as defined, to use HOV lanes, regardless of the number of
occupants, however, they are not exempt from tolls. The bill would require
certain conditions be met for the new exemption to be operative, including
requiring the Director of Transportation to determine that the exemption
would not result in a loss of federal funds or conflict with federal law,
as specified, and requiring the director to post that determination on the
Department of Transportation’s Internet Web site.
09/30/17Chaptered by Secretary of State. Chapter 392,
Statutes of 2017.
(2) Existing law authorizes the BATA to vary the toll structure on each of the bay area state-owned toll bridges and to provide discounts for vehicles classified by the BATA as high-occupancy vehicles.
This bill would additionally authorize the BATA to provide discounts for vehicles that pay for tolls electronically or through other non-cash methods and to charge differential rates based on the chosen method.
This bill, with respect to the Regional Measure 3 toll increase, would require the BATA to provide a 50% discount on the amount of that toll increase on the 2nd bridge crossing for those commuters using a two-axle vehicle, who cross 2 bridges during commute hours, as specified.
Existing law, if the BATA establishes high-occupancy vehicle lane fee discounts or access for vehicles classified by the BATA as high-occupancy vehicles for any bridge, requires the BATA to collaborate with the Department of Transportation to reach agreement on how the occupancy requirements shall apply on each segment of highway that connects with that bridge.
This bill would instead require the BATA to establish those occupancy requirements in consultation with the department.
(4) Existing law authorizes the Santa Clara Valley Transportation Authority (VTA) to conduct, administer, and operate a value pricing high-occupancy toll (HOT) lane program on 2 corridors included in the high-occupancy vehicle lane system in Santa Clara County. Existing law authorizes a HOT lane established as part of this program on State Highway Route 101 to extend into the County of San Mateo as far as the high-occupancy lane in the County of San Mateo existed as of January 1, 2011, subject to agreement of the City/County Association of Governments of San Mateo County.
This bill would delete the authorization for a HOT lane to extend into
the specified portion of San Mateo County as part of a value pricing
program established on 2 corridors in Santa Clara County. The bill would
instead authorize VTA to specifically conduct, administer, and operate a
value pricing high-occupancy toll lane program on State Highway Route 101
in San Mateo County in coordination with the City/County Association of
Governments of San Mateo County and the San Mateo County Transportation
Authority, as prescribed.
10/10/17 Chaptered by Secretary of State. Chapter 650,
Statutes of 2017.
(2) Designates the portion of US 101 from Esperanza Road (approx 101 MON 78.682) to Gould Road (approx 101 MON 82.564) in the County of Monterey as the "United States Army Specialist Ricardo Cerros, Jr. Memorial Highway";
(3) Designates the portion of Route 183 from US 101 (183 MON 0.0) to Davis Road (approx 183 MON R1.908) in the City of Salinas in the County of Monterey as the "United States Army Specialist Vilmar Galarza Hernandez Memorial Highway";
(4) Designates the portion of US 101 from Hudson Road near the City of Soledad (approx. 101 MON 55.935) to Espinosa Road near the City of Greenfield (approx. 101 MON 52.193) in the County of Monterey as the "United States Army Sgt. Javier Sanchez Memorial Highway".
(5) Designates the portion of Route 218 from the junction of Route 68 in
the City of Del Rey Oaks (approx. 218 MON 1.944) to the junction of Route 1
in the City of Seaside (approx 218 MON 0.0) in the County of Monterey
(i.e., all of Route 218) as the "United States Army Private First Class
Coronado D. Javier Memorial Highway."
03/09/18 Chaptered by Secretary of State. Res. Chapter
21, Statutes of 2018..
This bill would require the net proceeds from the sale of any excess
properties originally acquired for a replacement alignment for State
Highway Route 101 in the County of Monterey, known as the former Prunedale
Bypass, to be reserved in the State Highway Account for programming and
allocation by the commission, with the concurrence of the Transportation
Agency for Monterey County, for other state highway projects in the State
Highway Route 101 corridor in that county, including, but not limited to,
the construction of four express lanes on State Highway Route 156, a major
freight and regional corridor, identified by the Governor as a key
California infrastructure project in his letter of February 7, 2017, to the
National Governors Association, and improvements to the State Highway Route 101 Corridor. The bill would exempt these funds from the distribution
formulas otherwise applicable to transportation capital improvement
funds.
10/04/17 Vetoed by
Governor. Veto Message:In 2016, I vetoed AB 2730, a virtually
identical bill. My reasons then were: These
revenues are used to pay existing debt service on transportation
construction projects statewide, which is an important purpose. Maintaining
this funding stream to the General Fund is even more necessary when the
state's budget remains precariously balanced. That is still my view.
Alas, sometimes this proposals come back to life when a legislator wants to introduce a bill, but is past the bill introduction date. The bill or resolution is then amended beyond recognition and morphed into a new bill, often on a different subject.
This bill would annually set aside $200,000,000 of the funds available for the program to fund road maintenance and rehabilitation purposes in counties that have sought and received voter approval of taxes or that have imposed fees, including uniform developer fees, as defined, which taxes or fees are dedicated solely to transportation improvements.
This bill would exclude the California Transportation Commission from the Transportation Agency, establish it as an entity in state government, and require it to act in an independent oversight role. The bill would also make conforming changes.
This bill would create the Office of the Transportation Inspector General in state government, as an independent office that would not be a subdivision of any other government entity, to ensure that all of the above-referenced state agencies and all other state agencies expending state transportation funds are operating efficiently, effectively, and in compliance with federal and state laws. The bill would provide for the Governor to appoint the Transportation Inspector General for a 6-year term, subject to confirmation by the Senate, and would provide that the Transportation Inspector General may not be removed from office during the term except for good cause. The bill would specify the duties and responsibilities of the Transportation Inspector General and would require an annual report to the Legislature and Governor.
This bill would require the department to update the Highway Design Manual to incorporate the “complete streets” design concept by July 1, 2017.
This bill would require the Department of Finance, on or before January 1, 2017, to compute the amount of outstanding loans made from specified transportation funds. The bill would require the Department of Transportation to prepare a loan repayment schedule and would require the outstanding loans to be repaid pursuant to that schedule, as prescribed. The bill would appropriate funds for that purpose from the Budget Stabilization Account. The bill would require the repaid funds to be transferred, pursuant to a specified formula, to cities and counties and to the department for maintenance of the state highway system and for purposes of the state highway operation and protection program.
This bill would deposit the revenues attributable to a $0.20 per gallon increase in the diesel fuel excise tax imposed by the bill into the Trade Corridors Improvement Fund. The bill would require revenues apportioned to the state from the national highway freight program established by the federal Fixing America’s Surface Transportation Act to be allocated for trade corridor improvement projects approved pursuant to these provisions.
Existing law requires the commission, in determining projects eligible for funding, to consult various state freight and regional infrastructure and goods movement plans and the statewide port master plan.
This bill would revise the list of plans to be consulted by the commission when determining eligible projects for funding. The bill would also expand eligible projects to include, among others, rail landside access improvements, landside freight access improvements to airports, and certain capital and operational improvements.
This bill would, beginning in the 2017–18 fiscal year, instead continuously appropriate 20% of those annual proceeds to the Transit and Intercity Rail Capital Program and 10% of those annual proceeds to the Low Carbon Transit Operations Program, thereby making an appropriation.
This bill would delete the transfer of these miscellaneous revenues to the Transportation Debt Service Fund, thereby eliminating the offsetting transfer to the General Fund for debt service on general obligation transportation bonds issued pursuant to Proposition 116 of 1990. The bill, subject to a specified exception, would instead require the miscellaneous revenues to be retained in the State Highway Account and to be deposited in the Road Maintenance and Rehabilitation Account.
This bill, commencing July 1, 2017, would instead transfer to the Highway Users Tax Account for allocation to state and local transportation purposes under a specified formula the portion of gasoline excise tax revenues currently being deposited in the General Fund that are attributable to boats, agricultural vehicles, and off-highway vehicles. Because that account is continuously appropriated, the bill would make an appropriation.
This bill would eliminate the annual rate adjustment to maintain revenue neutrality for the gasoline and diesel excise tax rates and would reimpose the higher gasoline excise tax rate that was in effect on July 1, 2010, in addition to the increase in the rate described in (1) above.
This bill would increase the additional sales and use tax on diesel fuel by an additional 3.5%. By increasing the revenues deposited in the Public Transportation Account that are continuously appropriated, the bill would thereby make an appropriation. The bill would restrict expenditures of revenues from this increase in the sales and use tax on diesel fuel to transit capital purposes and certain transit services and would require a recipient transit agency to comply with certain requirements, including submitting a list of proposed projects to the Department of Transportation, as a condition of receiving a portion of these funds. The bill would require the Controller to compute and publish quarterly proposed allocations for each eligible recipient agency under the State Transit Assistance Program. The bill would require an existing required audit of transit operator finances to verify that these new revenues have been expended in conformance with these specific restrictions and all other generally applicable requirements.
This bill would, beginning July 1, 2019, and every 3rd year thereafter, require the State Board of Equalization to recompute the gasoline and diesel excise tax rates and the additional sales and use tax rate on diesel fuel based upon the percentage change in the California Consumer Price Index transmitted to the board by the Department of Finance, as prescribed.
The bill would require the commission, as part of its review of the program, to hold at least one hearing in northern California and one hearing in southern California regarding the proposed program. The bill would require the department to submit any change to a programmed project as an amendment to the commission for its approval.
This bill, notwithstanding these provisions or any other law, would only authorize specified amounts of weight fee revenues to be transferred from the State Highway Account to the Transportation Debt Service Fund, the Transportation Bond Direct Payment Account, or any other fund or account for the purpose of payment of the debt service on transportation general obligation bonds in accordance with a prescribed schedule, with no more than $500,000,000 to be transferred in the 2021– 22 and subsequent fiscal years. The bill would also prohibit loans of weight fee revenues to the General Fund.
This bill would extend the above-referenced exemption indefinitely and delete the limitation of the exemption to projects or activities in cities and counties with a population of less than 100,000 persons. The bill would also expand the exemption to include state roadways.
This bill would also establish the Advance Mitigation Program in the Department of Transportation. The bill would authorize the department to undertake mitigation measures in advance of construction of a planned transportation project. The bill would require the department to establish a steering committee to advise the department on advance mitigation measures and related matters. The bill would create the Advance Mitigation Fund as a continuously appropriated revolving fund, to be funded initially from the Road Maintenance and Rehabilitation Program pursuant to (1) above. The bill would provide for reimbursement of the revolving fund at the time a planned transportation project benefiting from advance mitigation is constructed.
Assembly - Died - Transportation.
This bill would require the department to implement and oversee the
—580 Marine Highway corridor project to reduce traffic by
facilitating a permanent shift in container traffic away from truck
transport to marine transport between the Port of Oakland and the Port of
Stockton. The bill would require that the project be funded by an
appropriation in the Budget Act of 2017 of $85,000,000.
Assembly - Died - Transportation.
This bill, upon appropriation of specified funds by the Legislature, on
and after January 1, 2017, and before January 1, 2022, would allow as a
deduction under that law for the amount paid or incurred by a taxpayer
during the taxable year, not to exceed $500, for any security fence,
security alarm system, and security surveillance system that is purchased
and installed at a qualified residence located in this state, as
specified.
Assembly - Died - Appropriations.
This bill would make nonsubstantive changes to these provisions.
Assembly - Died.
This bill would require the Department of Transportation, in consultation with the Los Angeles County Metropolitan Transportation Authority, to establish the State Route 710 North Advisory Committee, with a specified membership, to study the alternatives considered in the State Route 710 North Draft Environmental Impact Review and other transit options to improve travel in, and environmental impacts of, the State Route 710 North project area, along with alternatives not considered by the environmental review. The bill would require the advisory committee, by January 1, 2019, to make recommendations in a report to the Legislature, the Department of Transportation, and the Los Angeles County Metropolitan Transportation Authority on the most appropriate and feasible alternative in the State Route 710 North project area to improve air quality and public health, improve traffic safety, modernize the freeway design, address projected traffic volumes, address projected growth in population and employment, and create jobs.
The bill would require the department to implement the alternative
recommended by the advisory committee, if appropriate and feasible, but
would prohibit the advisory committee from considering or recommending, and
would prohibit the department from implementing, a freeway tunnel or a
surface freeway alternative. The bill would also limit the portion of Route 710 included in the California freeway and expressway system to the portion
between Route 1 and Route 10. The bill would make legislative findings and
declarations.
Assembly - Died - Transportation.
This bill, with respect to any loans made to the General Fund from specified transportation funds and accounts with a repayment date of January 1, 2019, or later, would require the loans to be repaid by December 31, 2018.
(2) Existing law imposes weight fees on the registration of commercial motor vehicles and provides for the deposit of net weight fee revenues into the State Highway Account. Existing law provides for the transfer of certain weight fee revenues from the State Highway Account to the Transportation Debt Service Fund to reimburse the General Fund for payment of debt service on general obligation bonds issued for transportation purposes. Existing law also provides for the transfer of certain weight fee revenues to the transportation Bond Direct Payment Account for direct payment of debt service on designated bonds, which are defined to be certain transportation general obligation bonds issued pursuant to Proposition 1B of 2006. Existing law also provides for loans of weight fee revenues to the General Fund to the extent the revenues are not needed for bond debt service purposes, with the loans to be repaid when the revenues are later needed for those purposes, as specified.
This bill would repeal these provisions, thereby retaining the weight fee revenues in the State Highway Account. The bill would make other conforming changes in that regard.
(3) Existing law provides for the deposit of fuel excise tax revenues imposed by the state on fuels used in motor vehicles upon public streets and highways in the Highway Users Tax Account, and appropriates those revenues to various purposes. Existing law, with respect to the portion of these revenues that is derived from increases in the motor vehicle fuel excise tax in 2010, requires an allocation of revenues to reimburse the State Highway Account for the amount of weight fee revenues that the State Highway Account is not receiving due to use of weight fee revenues to pay debt service on transportation general obligation bonds and to make certain loans to the General Fund, with the remaining amount of this portion of revenues allocated 44% to the State Transportation Improvement Program, 12% to the State Highway Operation and Protection Program, and 44% to city and county streets and roads.
This bill would delete the provisions relating to the reimbursement of the State Highway Account for weight fee revenues and relating to the making of loans to the General Fund, thereby providing for the portion of fuel excise tax revenues that is derived from increases in the motor vehicle fuel excise tax in 2010 to be allocated 44% to the State Transportation Improvement Program, 12% to the State Highway Operation and Protection Program, and 44% to city and county streets and roads. The bill would thereby make an appropriation.
(4) Existing law requires certain revenues deposited in the State Highway Account that are not restricted as to expenditure by Article XIX of the California Constitution to be transferred to the Transportation Debt Service Fund in the State Transportation Fund, as specified, and continuously appropriates these funds for payment of current year debt service on certain mass transportation bonds.
This bill would delete the requirement to transfer these revenues to the
Transportation Debt Service Fund, thereby providing for these revenues to
be used for any transportation purpose authorized by statute, upon
appropriation by the Legislature.
Assembly - Died - Transportation.
This bill would require the office to, on or before July 1, 2018,
commission and complete a study that would evaluate the economic impact of
California’s cybersecurity industry, and would require that study to
include certain information. The bill would require the office to provide
the Legislature with the results of the study, along with recommendations
for promoting the economic and workforce development of the state’s
cybersecurity industry. The bill would repeal these provisions as of
January 1, 2022.
Assembly - Died - Appropriations.
This bill would require the office to establish, on or before January 1, 2021, the Route 66 Centennial Commission to work in conjunction with local and federal governmental entities to commemorate the 100th anniversary of California Historic State Route 66 and foster preservation projects.
This bill would make this provision inoperative on July 1, 2027, and
would repeal it as of January 1, 2028.
Assembly - Died - Appropriations.
This bill would require the director to develop, tailor, and
subsequently review and revise baseline security controls for the state
based on emerging industry standards and baseline security controls
published by the National Institute of Standards and Technology. The bill
would require state agencies to comply with, and prohibit state agencies
from tailoring their individual baseline security controls to fall below,
the state baseline security controls. The bill would require that the
director’s annual information technology performance report also
assess and measure the state’s progress toward developing, tailoring,
and complying with the state baseline security controls.
Assembly - Died - Privacy and Consumer
Protection.
This bill would make nonsubstantive changes to the latter provision.
Assembly - Died.
This bill would require a mobile telephone carrier, as defined, to
provide customers with the ability to disable, at the network level, the
distracting capabilities of their mobile telephones when notified that the
customer is driving a motor vehicle.
Assembly - Died - Transportation.
This bill would authorize the Placer County Transportation Planning
Agency to acquire and dispose of real and personal property necessary to
the full or convenient exercise of its powers, as specified..
02/01/18 From committee: Filed with the Chief Clerk
pursuant to Joint Rule 56.
This bill would make technical, nonsubstantive changes to these
provisions.
Assembly - Died.
This bill would make nonsubstantive changes to these provisions.
Assembly - Died.
This bill would, notwithstanding those provisions, authorize a person
operating a bicycle approaching a stop sign, after slowing to a reasonable
speed and yielding the right-of-way, to cautiously make a turn or proceed
through the intersection without stopping, unless safety considerations
require otherwise.
Assembly - Died - Transportation.
This bill would declare the intent of the Legislature to enact
legislation relating to cybersecurity.
Assembly - Died.
Existing law requires every electric utility to develop a standard contract or tariff providing for net energy metering, under which a customer who generates less than one megawatt of electricity primarily for the customer’s use may connect to the electrical distribution grid and be charged or credited for net energy use, and to make this contract or tariff available to eligible customer-generators upon request for generation by a renewable electrical generation facility, as defined. An electric utility, upon request, is required to make available to eligible customer generators contracts or tariffs for net energy metering on a first-come-first-served basis until the time that the total rated generating capacity used by eligible customer generators exceeds 5% of the electric utility’s aggregate customer peak demand.
Existing law requires the commission, no later than December 31, 2015, to develop a standard contract or tariff for an eligible customer-generator with a renewable electrical generation facility that is a customer of a large electrical corporation, defined as an electrical corporation with more than 100,000 service connections in California, to provide net energy metering, as determined by the commission, to additional eligible customer-generators in its service area. Existing law requires a large electrical corporation to offer this standard contract or tariff to an eligible customer-generator beginning July 1, 2017, or prior to that date if ordered to do so by the commission because it has reached the net energy metering program limit, as specified, established for the corporation. Existing law requires the commission to ensure that the standard contract or tariff made available to eligible customer-generators ensures that customer-sited renewable distributed generation continues to grow sustainably and include specific alternatives designed for growth among residential customers in disadvantaged communities.
This bill would instead require that the specific alternatives be
designed for growth among residential customers in lower income households,
as defined.
Assembly - Died - Utilities and Energy.
This bill would create the Office of the Transportation Inspector
General in state government, as an independent office that would not be a
subdivision of any other government entity, to ensure that the
above-referenced state agencies and all other state agencies expending
state transportation funds are operating efficiently, effectively, and in
compliance with federal and state laws. The bill would require the Governor
to appoint the Transportation Inspector General for a 6-year term, from a
list of 3 qualified individuals nominated by the Joint Legislative Audit
Committee, in consultation with specified legislative committees, by a vote
of a majority of the committee membership from each house of the
Legislature. The bill would prohibit the Transportation Inspector General
from being removed from office during the term except for good cause. The
bill would specify the duties and responsibilities of the Transportation
Inspector General, and, in connection with those duties, would authorize
the Transportation Inspector General to access and examine certain records,
accounts, and other property. The bill would grant the Transportation
Inspector General access to the records and property of a public or private
entity or person subject to review or regulation by the state agency being
investigated or audited to the same extent that the employees or officers
of the agency have access. The bill would require the Transportation
Inspector General to submit an annual report to the Legislature and
Governor.
Assembly - Died - Transportation.
Existing law requires a person or business conducting business in California that owns or licenses computerized data that includes personal information to disclose expeditiously and without unreasonable delay a breach in the security of the data to a resident of California whose unencrypted personal information was, or is reasonably believed to have been, acquired by an unauthorized person, or whose encrypted personal information was, or is reasonably believed to have been, acquired by an unauthorized person if the encryption key or security credential was, or is reasonably believed to have been, acquired by an unauthorized person, and the person or business that owns or licenses the encrypted information has a reasonable belief that the encryption key or security credential could render that personal information readable or usable.
This bill would require, on or after January 1, 2019, a critical infrastructure business that experiences a breach of security of critical infrastructure information or critical infrastructure controls and is required by federal law to disclose that breach to also disclose that breach to the Office of Emergency Services, as specified. The bill would deem a critical infrastructure business to be in compliance with this requirement with respect to a breach if it complies with specified requirements related to disclosing that breach to the multistate information sharing and analysis center. The bill would require a critical infrastructure business to disclose breaches in a form and manner provided by the office, and without unreasonable delay, except as provided. The bill would otherwise prohibit public disclosure of the information and reports required by its provisions.
(2) 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.
Assembly - Died - Appropriations.
This bill would, on July 1, 2018, delete the transfer of these
miscellaneous revenues to the Transportation Debt Service Fund, thereby
eliminating the offsetting transfer to the General Fund for debt service on
general obligation transportation bonds issued pursuant to Proposition 116
of 1990. The bill, subject to a specified exception, would, on July 1,
2018, instead require the miscellaneous revenues to be retained in the
State Highway Account and to be used solely for transportation expenditures
consistent with the restrictions for expenditure of fuel tax revenues in
Article XIX of the California Constitution.
Assembly - Died - Transportation.
This bill, with respect to a bypass that is completed on or after
January 1, 2014, would provide that a city or county shall be eligible to
receive funding from an unspecified account for the purposes of
revitalizing a city or business district due to the loss of tourism
business resulting from the highway relocation.
Assembly - Died - Transportation.
This bill would authorize the Department of Fish and Wildlife or the Department of Transportation to pursue development of a programmatic environmental review process with appropriate state and federal regulatory agencies for wildlife connectivity-related transportation infrastructure. The bill would require, on or before January 1, 2019, the Department of Fish and Wildlife, in coordination with the Department of Transportation and the Transportation Agency, to update the California Essential Habitat Connectivity Project and create a formal avenue for scientific data on wildlife movements gathered by universities, nonprofit corporations, public agencies, and independent biologists to be submitted to these departments and the agency, as specified.
The bill would also require the Director of Transportation, in coordination with the Department of Fish and Wildlife, to prepare a report describing the status of the Department of Transportation’s progress in locating, assessing, and remediating existing barriers to wildlife connectivity every 3 years. The bill would require that the report be submitted to the Legislature by October 31 every 3 years through the year 2030.
The bill would require, on or before January 1, 2020, the Department of
Transportation to update the Highway Design Manual to address wildlife
passage features to mitigate barriers to wildlife passage and to improve
wildlife connectivity, using the best available science, including the
California Essential Habitat Connectivity Project, as specified.
Assembly - Died - Transportation.
This bill would require, beginning January 1, 2020, each regional
transportation improvement program to allocate a minimum of 25% of
available funds to projects or programs that provide direct, meaningful,
and assured benefits to low-income individuals who live in certain
identified communities or to riders of transit service that connects
low-income residents to critical amenities and services. The bill would
require the department, in consultation with residents of low-income
communities and specified state agencies, to adopt guidelines for this
allocation no later than January 1, 2018, to define and map low-income
communities that are disadvantaged with respect to transportation, to
identify communities that would benefit from the allocation requirements,
and to specify criteria for determining whether certain investments benefit
low-income residents of the identified communities. The bill would require
the department to provide financial support, upon appropriation by the
Legislature, to low-income residents of low-income communities for
specified purposes generally relating to enabling their participation in
the development of these guidelines and the selection of transportation
projects and programs.
02/01/18 From committee: Filed with the Chief Clerk
pursuant to Joint Rule 56.
This bill would instead require net excess toll revenues, as defined,
received from high-occupancy toll lanes on a specified portion of an
approximately 16-mile-long project corridor in the County of Orange on
Interstate 405 and that traverses the Cities of Costa Mesa, Fountain
Valley, Huntington Beach, Westminster, and Seal Beach to be allocated to
the Orange County Transportation Authority and certain project corridor
jurisdictions according to a specified schedule. The bill would require
these moneys to be spent on specified transportation improvement
projects.
Senate - Died - Transportation and Housing.
This bill would provide that no further bonds shall be sold for
high-speed rail purposes pursuant to the Safe, Reliable High-Speed
Passenger Train Bond Act for the 21st Century, except as specifically
provided with respect to an existing appropriation for high-speed rail
purposes for early improvement projects in the Phase 1 blended system. The
bill, subject to the above exception, would require redirection of the
unspent proceeds from outstanding bonds issued and sold for other
high-speed rail purposes prior to the effective date of these provisions,
upon appropriation, for use in retiring the debt incurred from the issuance
and sale of those outstanding bonds. The bill, subject to the above
exception, would also require the net proceeds of bonds subsequently issued
and sold under the high-speed rail portion of the bond act, upon
appropriation, to be made available to the California Transportation
Commission for allocation for repair and new construction projects on state
highways and freeways, and to the Controller for apportionment to
transportation projects or other infrastructure projects, as specified. The
bill would make no changes to the authorization under the bond act for the
issuance of $950 million in bonds for rail purposes other than high-speed
rail. These provisions would become effective only upon approval by the
voters at the June 5, 2018, statewide primary election.
Senate - Died - Transportation and Housing.
This bill would, notwithstanding these requirements and until January 1,
2021, designate the segment of county highway known as Vasco Road, between
the Route 580 junction in Alameda County and the Marsh Creek Road
intersection in Contra Costa County, as a Safety Enhancement-Double Fine
Zone upon the approval of the boards of supervisors of Alameda County and
Contra Costa County. The bill would also impose specified duties on the
department and local governing bodies regarding that double fine zone.
Senate - Died - Transportation and Housing.
Note: The Southern California Transit Advocates also has, among its regular news items, a Legislative Update page. Visit them at http://socata.net. This page summarizes bills of interest to transit folks (but ignores many highway only bills, especially naming bills).
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Last Modified: 2018-06-09