Transcript Highlights:

• The emissions and fuel use reductions in the scoping plan primarily come from zero-emission cars, trucks
• Low-carbon fuel standards fund zero-emission infrastructure, fund zero-emission vehicles,... ...fuel
• standards fund zero-emission infrastructure, fund zero-emission vehicles, and fund the fuels that we
• phase out these avoided-emissions credits because now it’s a regulated source of emissions, and we think
• phase out these avoided emissions credits because now it's a regulated source of emissions, and we think

Summary: The hearing was a select committee discussion on the transportation costs and impacts of California’s Low Carbon Fuel Standard (LCFS), with opening remarks from the co-chairs and members emphasizing affordability, climate goals, and the need to explain the program’s benefits to the public. The first panel from CARB and the California Energy Commission described how LCFS works as a market-based, declining carbon-intensity program that rewards lower-carbon fuels, supports zero-emission vehicle infrastructure, and is intended to reduce greenhouse gases and local air pollution. They argued the program has driven billions in private investment, increased alternative fuel use, and that LCFS credit prices are not the main driver of retail gasoline prices, which they said are dominated by crude oil, refining, and distribution costs. Members questioned the panel on the gap between the regulatory target and actual carbon-intensity performance, the role of credit banking, which fuels are generating the most credits, how the 2025 amendments affected the program, and whether LCFS credits are truly additional. CARB explained that banking helps cost-effectiveness and investment certainty, that ethanol, renewable diesel, and biodiesel currently provide the largest volumes while electricity is expected to grow, and that the updated targets were informed by the state’s 2045 carbon-neutrality goals and the 2030 scoping plan. The Energy Commission said its data show environmental programs add some cost to gasoline but do not drive price volatility, which is mainly tied to crude oil and refinery margins. The second panel, featuring academic and research experts, focused on program design, out-of-state credit generation, and broader economic effects. Speakers said LCFS is successful because it ties incentives to emissions benefit, uses life-cycle analysis, and allows flexible compliance that lowers costs compared with more direct regulation. They also said the program’s benefits generally outweigh costs, that it can reduce air pollution disparities and support equity, but that some issues—especially indirect land use change, additionality, and older program assumptions—need more research and may warrant future rulemaking. One researcher noted that while LCFS likely raises gasoline prices somewhat, the effect is uncertain by design and usually smaller than normal market fluctuations, and another warned that limiting credit generation too narrowly could create legal and efficiency problems.

Transcript Highlights:

• The House petition of Kip Diggs for legislation to further regulate the transportation of vessels in

Keywords: 1212, all

Transcript Highlights:

• , information about emissions from each unit at the facility.
• They're emissions-intensive trade-exposed facilities, and they compete globally.
• And emissions must go down so that we can address. that cap goes down and emissions must go down so that
• only covers direct emissions.
• The emissions from EID facilities as most recently reported are...

Bills: SB6013, SB6291

Keywords: ski areas, winter sports, terminology, recreation, economic development, SB6291, on-site wastewater treatment, onsite wastewater treatment, septic system, sewage treatment, wastewater inspection, environmental health, local board of health, public health, professional engineer, land surveyor, certificate of competency, inspection standards, design review, supervised practice

Transcript Highlights:

• As I mentioned, many emissions are about 80% of the state's emissions.
• emissions.
• emissions.
• So it can reduce methane emissions by providing those additives that would then reduce the emissions.
• To reduce methane emissions from cows.

Keywords: 987, senate, all

Transcript Highlights:

• But, as the Chair and others have pointed out, the whole value chain of emissions is not emission-free
• So this would attack the end-use emissions.
• Scope 1 emissions are those direct emissions from the gas distribution system, such as methane leaks
• And scope 3 emissions are the indirect emissions incidental to the gas distribution system, and this
• And this is also known as building sector emissions.

Keywords: 995, all

Summary: The committee heard testimony on two related issues: gas utilities’ climate compliance plans filed with the Department of Public Utilities and the recent DPU orders reforming the Gas System Enhancement Program (GSEP). Chair Creem and other senators emphasized that Massachusetts must reduce gas use, shrink the gas distribution footprint, and move customers to alternatives such as heat pumps, network geothermal, and non-gas pipeline alternatives (NPAs). DPU Chair Jamie Van Nostrand said the new GSEP orders lower the annual revenue cap from 3.0% to 2.5%, phase it down toward 1.5%, eliminate carrying charges, require more rigorous risk prioritization, and push utilities to consider advanced leak technology, relining, repairs, and NPAs. He also described the climate compliance plans as the start of a longer process covering decommissioning, stranded costs, line extension allowances, integrated energy planning, and targeted electrification demonstrations. Senators pressed the DPU and utility witnesses on the lack of specificity in the climate compliance plans, especially the absence of numeric goals for gas usage reduction, customer conversions, and near-term deployment of NPAs. Utility representatives from Eversource and National Grid said their plans include NPA frameworks, integrated energy planning, targeted electrification pilots, network geothermal, and workforce transition efforts, but argued that implementation takes time, requires customer participation, and depends on coordination with electric utilities and communities. They said some NPA and electrification projects are being evaluated now, while larger-scale deployment is expected later in the decade. Senators also raised concerns about line extension allowances, with utilities explaining that new customers may be charged based on whether existing ratepayers would otherwise be harmed, while National Grid said it has begun increasing customer contributions to send stronger price signals. Attorney General Mary Gardner supported the DPU’s GSEP reforms and said the office favors eventually stepping the GSEP cap down to zero by 2030, with repair and replacement costs recovered in base rate cases instead. She argued that the utilities’ plans still rely too heavily on business-as-usual approaches, do not adequately quantify scope 3 emissions, and leave unresolved questions about the obligation to serve and the future of line extension allowances. Advocacy witnesses from the Conservation Law Foundation and Acadia Center were more critical, saying the plans lack the detailed modeling, targets, and transparency needed to show how the utilities will help meet the Commonwealth’s heating and cooling sublimits and broader climate goals. No votes were taken; the hearing consisted of testimony and questioning.

Transcript Highlights:

• </c> ensure Minnesota reduces our emissions ensure Minnesota reduces our emissions that<00:46:24.400>
• </c> and store more carbon reduce emissions and store more carbon reduce emissions and<01:08:42.080><
• </c> pathways uh it has significant emissions pathways uh it has significant emissions reductions<01:
• </c> look at how they would impact emissions look at how they would impact emissions in<01:20:08.880>
• </c> in these areas to reduce emissions. in these areas to reduce emissions.

Bills: HF3556

Keywords: community solar, energy, solar power, renewable energy, Melissa Hortman, 1183, house

Transcript Highlights:

• So we can capture virtually any amount of those emissions up to 100%.
• It's not an emissions standard.
• It's not an emission standard.
• Which Joel just talked about is an emission standard.
• life cycle to determine the overall emissions picture.

Keywords: 904, all

Transcript Highlights:

• Our understanding is that nationwide aviation is about 3% of GHG emissions.
• We have zero-emission vehicles and vehicle efficiency in the gasoline pool.
• It won't reduce net emissions for the reasons that Dr. Smith explained.
• We produce renewable fuels from Rodeo, which are reducing emissions today.
• So that's almost one in three cars coming off the lot zero-emission.

Summary: The subcommittee heard testimony on the governor’s proposed sustainable aviation fuel (SAF) tax credit, which would provide a $1 to $2 per gallon credit against the diesel excise tax for SAF sold for use in California from 2026 to 2036. The Department of Finance and CARB argued the credit would help decarbonize aviation, support refinery transitions, and keep fuel production and jobs in California. The Legislative Analyst’s Office recommended rejecting the proposal, saying it is a relatively expensive way to reduce greenhouse gases, could have uncertain or limited climate benefits, and would reduce diesel excise tax revenue that supports highways, local streets and roads, and other transportation programs. A major point of debate was whether the credit would simply shift limited feedstocks from renewable diesel to SAF rather than create new low-carbon fuel supply. Professor Aaron Smith and the LAO said that because feedstocks such as used cooking oil, tallow, and vegetable oils are limited and already used in other fuel markets, the policy could increase SAF at the expense of renewable diesel, with possible increases in fuel prices and little net emissions benefit. Administration and CARB staff disputed that outcome, saying additional waste-based feedstocks are available and that the policy would not meaningfully raise gasoline or diesel prices. Senators focused on feedstock availability, impacts on road funding, fairness to consumers, and whether the proposal was really aimed at preserving specific refineries such as Phillips 66. Public comment was sharply divided. Labor representatives, refinery workers, airlines, Boeing, airports, and some local residents supported the proposal, emphasizing jobs, refinery investment, and aviation’s need for a liquid-fuel decarbonization pathway. Environmental and transportation groups, including the Center for Biological Diversity, World Resources Institute, Earthjustice, California Environmental Voters, counties, cities, and trucking and asphalt associations, opposed it, citing weak net climate benefits, possible fuel-price impacts, and losses to transportation funding. No vote was taken; the chair announced all items would be held open for a future hearing.

Transcript Highlights:

• your emissions, you don't pay as much.
• your emissions, you don't pay as much.
• your emissions, you don't pay as much.
• your emissions, you don't pay as much.
• You don't have to pay emissions fees on them.

Keywords: Meeting Start 00:00 Attendance Roll Call 00:12 Introduction of Guests 01:09 HB 88 Discussion 01:46 HB 88 Roll Call Vote 03:24 HB 346 Discussion 04:20 HB 346 Roll Call Vote 21:58 Chair Comments 24:31, 958, all

Summary: The committee met with a quorum and first considered House Bill 88, which was described as a short bill to clarify procedures for Waste Management boards, including term limits, appointments, and making sure consolidated governments actively recruit community members and make openings easier to find. The sponsor said the bill was intended to resolve confusion about members staying on after terms expire. The bill received no opposition, passed the committee unanimously, and was reported favorably for the floor. The committee then took up House Bill 346, as amended by a committee substitute. The sponsor explained that the bill responds to a dispute over air emission fees, especially for emergency generators and backup generators used for worker safety and limited non-emergency testing. The bill would exempt emergency generators and backup generators operating 100 hours or less for maintenance/testing from fees, while also removing an existing 4,000-ton cap so the per-ton fee would drop for most permitted sources. Members discussed the possible impact on utilities and ratepayers, with concerns raised that costs could be passed through to consumers and affect coal-dependent areas. The sponsor and another member argued the change would generally reduce fees for most sources and incentivize emissions reductions; the cabinet was described as neutral, and the affected utilities were identified as TVA, LG&E, East Kentucky Power, and Big Rivers, with only TVA having raised comments. The committee substitute was adopted, and the bill passed the committee with a favorable recommendation, though one member voted no and several members explained yes votes while expressing ongoing concerns about future rate impacts. At the end of the meeting, members briefly discussed broader concerns about utility surcharges and the need to monitor the effects of legislation on ratepayers, but those comments were not part of the bill under consideration. The chair noted that future meetings may include more bills and could start earlier if needed, and the committee then adjourned.

Transcript Highlights:

• And there are some cases where it's difficult to go after 100% of the emissions.
• It's not an emissions standard.
• that carbon to those products instead of to emissions to the sky.
• And they can have an enormous impact on net GHG emissions calculations.
• life cycle to determine the overall emissions picture.

Summary: The committee held an interim work session focused first on carbon capture, utilization, and sequestration (CCUS), then on hazardous waste and extended producer responsibility (EPR). On the CCUS topic, industry and nonprofit presenters described point-source capture, direct air capture, mineralization, and geologic sequestration, emphasizing Washington’s basalt formations and state trust lands as strong candidates for storage. They argued that CCUS can help hard-to-abate industrial sectors, support jobs and investment, and provide a pathway for compliance, while also noting the need for clearer permitting, subsurface rights, pipeline authority, and storage infrastructure. Ecology and Commerce staff explained current state policy touchpoints, including Cap-and-Invest offsets and exemptions for permanently stored CO2, the public comment process underway to define “thousand-year” permanence, and how CCUS might fit within the Clean Energy Transformation Act without counting emitting generation as non-emitting. Some presenters supported more state action and primacy over federal permitting, while others warned about costs, energy use, uncertain capture performance, and the need to ensure real net greenhouse gas reductions and long-term liability protections. Members asked about public meetings, whether mineralized carbon would qualify as exempt under the Climate Commitment Act, the timeline for Ecology guidance, aquifer and water-quality concerns, energy intensity of capture systems, and liability if storage later proves problematic. Responses said Ecology’s guidance process is already underway, public meetings will be virtual, mineralized carbon would likely qualify if it meets the permanence standard, and EPA rules require storage in deep saline formations below drinking water aquifers. Industry speakers said capture energy use varies by source and concentration, and one presenter noted that some states use trust funds funded by injectors to address long-term liability. The second half of the session shifted to hazardous waste and EPR. Ecology staff reviewed existing product stewardship programs for electronics, paint, batteries, and mercury lights, and described moderate risk waste and household hazardous waste management in Washington. They highlighted that E-Cycle and PaintCare are producer-funded, that the battery stewardship program will begin in 2027, and that the mercury lamp program is in transition after its prior stewardship organization exited, prompting enforcement notices and a pending replacement plan. Ecology recommended best practices for future EPR programs, including clear producer and product definitions, full producer funding, convenience standards, annual reporting, and strong agency enforcement and plan approval authority. Local government speakers from King County and Douglas County described rising collection costs, equity and access barriers, rural travel distances, and the need for stable funding and flexible local implementation. King County said it collected over 3 million pounds of hazardous products in 2025 and supports EPR as a way to shift costs from ratepayers to producers, while Douglas County emphasized that rural residents will participate when services are accessible and that future systems should account for geography and local infrastructure.

Transcript Highlights:

• </c> should be that start date for emission should be that start date for emission for<00:16:29.399><
• </c> why we're reducing carbon emissions why we're reducing carbon emissions already<00:32:18.519><c>
• </c> changes in what those future emissions changes in what those future emissions would<00:38:24.640
• happening within the emissions analysis happening within the emissions analysis space<00:41:05.599><c
• </c> regarding the greenhouse gas emissions regarding the greenhouse gas emissions and<01:24:33.360><

Keywords: 1183, house

Transcript Highlights:

• Vessel wants to come up and explain why it's needed—but these are always found in the JCS appropriations
• Vessel, thank you all. Mr. Vessel, welcome to the spreadsheet now. Yes. Um, Mr.
• Vessel, thank you all. Mr. Sure. Mr. Vessel, thank you all. Mr.
• Vessel,<01:46:50.080><c> welcome</c><01:46:50.560><c> to</c><01:46:50.800><c> the</c><01:46:51.520><c
• > go</c><01:46:51.760><c> to</c><01:46:52.000><c> the</c> Vessel, welcome to the go to the Vessel, welcome

Keywords: 1187, senate, all

Transcript Highlights:

• Now, our primary focus is trying to decrease emissions.
• Increase or decrease GHG emissions?
• we could probably admit, are less than 1% of the world's emissions.
• And so in our last update to the scoping plan, we did include wildfire emissions and emissions from all
• Emission allowances are a valuable public asset.

Keywords: 988, house, all

Transcript Highlights:

• Now, our primary focus is trying to decrease emissions.
• Increase or decrease GHG emissions?
• And so in our last update to the scoping plan, we did include wildfire emissions and emissions from all
• And so in our last update to the scoping plan, we did include wildfire emissions and emissions from all
• Emission allowances are a valuable public asset.

Summary: The hearing focused on the governor’s May Revision proposals for transportation, natural resources, climate, and related programs, with the Department of Finance and the LAO presenting competing views on the state’s fiscal condition. Finance said the budget remains balanced over two years, with major climate-bond, water, parks, transportation, DMV, and agriculture proposals, while the LAO argued the state still has a structural deficit and should reject or defer many new discretionary spending items, preserve reserves, and be cautious about ongoing commitments. The LAO specifically questioned the timing and scale of new spending for programs such as Clean California, Healthy Rivers and Landscapes, and the Golden Gate Fields acquisition, and urged more clarity on future obligations and revenue scenarios, including for the Greenhouse Gas Reduction Fund. A major portion of the hearing was devoted to the Healthy Rivers and Landscapes proposal for Bay-Delta water quality implementation. Secretary Wade Crowfoot and Finance described it as an enforceable, science-based alternative to a more traditional regulatory approach, with the state’s $25 million request intended to support early implementation, monitoring, habitat restoration, and environmental flows. The LAO countered that the Water Board has not yet adopted the updated Bay-Delta plan, that the proposal may be premature, and that the Legislature should wait for more information on the state’s total funding commitment and the program’s long-term costs. Several members expressed support for the program as a way to reduce conflict and protect water reliability, while others echoed concerns about timing and fiscal exposure. The committee also examined the proposed $125 million Proposition 4 contribution toward acquiring the Golden Gate Fields property for a shoreline park and habitat project. State officials said the acquisition is a time-sensitive, once-in-a-generation opportunity, with an appraised value of $175 million and additional philanthropic and local funding expected to close the gap. Members questioned whether the project had gone through the usual competitive process, whether the site is the best use of scarce park bond dollars, and how public access, habitat, and disadvantaged-community priorities would be protected. The discussion ended without a vote, and the committee moved on to transportation items including Clean California litter abatement, the Games Route Network, homeless encampment coordinators, and DMV modernization and field office proposals, with LAO recommending rejection or delay on several of those requests as well.

Transcript Highlights:

• put the burden on the state's roads and bridge systems to bear the... ...cost of reducing those emissions
• But the model shows a net increase in greenhouse gas emissions over the existing congested conditions
• By doing these projects, we allow more movement, less emissions.
• It's similar with the carbon emission factors. Thank you.
• It's similar with the carbon emission factors. Thank you.

Keywords: 919, house, all

Summary: The committee took up House File 748, a bill revising Minnesota’s transportation greenhouse gas and vehicle miles traveled (VMT) impact assessment requirements for trunk highway projects. The chair first moved and adopted the A2 author’s amendment and then the A3 amendment, which was described as adding implementation time and project exemptions when federal dollars are available. The bill author explained that the measure responds to concerns from stakeholders that the current law can force costly mitigation, delay or stop safety and capacity projects, and create uncertainty because key implementation details are still being developed by a technical advisory committee. Testimony was split. County and city engineers, county commissioners, the Minnesota Transportation Alliance, and the Coalition of Greater Minnesota Cities generally supported the bill, arguing that the current requirements can add 20% to 40% or more to project costs, are difficult to administer, and could jeopardize critical safety improvements, congestion relief, and federal funding. They cited examples such as Scott County and Trunk Highway 65, and said VMT mitigation is especially hard to quantify and fund. Opponents, including Move Minnesota and Sierra Club, argued that safety and climate goals are not in conflict, that reducing driving can save lives and reduce pollution, and that the bill would weaken an important tool for cutting transportation emissions. Members also asked about how GHG and VMT are measured, whether the required assessment was ready, and who would be responsible for mitigation assets and costs. After discussion, the committee held a roll call vote. The bill, as amended, passed 8-7 and was moved to the General Register.

Transcript Highlights:

• The region-scale contributions to climate emissions are substantial.
• , and CARB already tracks how those programs reduce GHG emissions.
• , and CARP already tracks how those programs reduce GHG emissions.
• The emissions impact is minimal.
• We reduce truck traffic, lower emissions, and improve air quality.

Keywords: 987, senate, all

Transcript Highlights:

• basically sheriff's departments, whoever is patrolling the water, has the authority to board your vessel

Summary: The House State Affairs Committee considered three RS measures and advanced all of them. RS 32875, sponsored by Rep. Kyle Harris, would restore Fourth Amendment protections for people on boats by limiting warrantless boarding by law enforcement or water patrols; the committee voted to introduce it. RS 32971, brought by Rep. Fay Thompson, would simplify the petition process for dissolving certain taxing districts, including hospital taxing districts, by allowing signatures from qualified electors rather than both property owners and qualified electors; it was also introduced. RS 33068, sponsored by Rep. Joe Alfieri, is a resolution honoring battalion chiefs Frank Harwood and John Morrison Jr. and firefighter Dave Teesdale in connection with the Coeur d’Alene fire ambush tragedy; Alfieri asked that it go directly to the floor, and the committee voted to introduce it and send it to the second reading calendar with a due pass recommendation. The discussion was brief and largely procedural, with no substantive opposition or extended questioning on any of the measures. Members approved each motion by voice vote. The chair also announced the committee would meet again on Friday after floor session adjournment to consider a couple of additional RS bills.

Transcript Highlights:

• So greenhouse emission difference between the...
• It won't reduce net emissions for the reasons that Dr. Smith explained.
• We produce renewable fuels from Rodeo, which are reducing emissions today.
• So that's almost one in three cars coming off the lot, zero-emission.
• The $200 million for the light-duty zero-emission vehicle rebate.

Keywords: 987, senate, all

Transcript Highlights:

• And the region-scale contributions to climate emissions are substantial.
• , and CARB already tracks how those programs reduce GHG emissions.
• , and CARP already tracks how those programs reduce GHG emissions.
• The emissions impact is minimal.
• This bill does not change emission standards.

Summary: The Senate Transportation Committee heard several transportation, climate, and vehicle-related bills. SB 1087 by Senator Cabaldon proposed modernizing SB 375 regional planning by moving plans from a four-year to an eight-year cycle, clarifying agency roles, aligning funding programs with regional climate plans, and reducing duplicative process costs. Supporters from MPOs and environmental groups said it would improve efficiency and implementation; opponents warned it could weaken climate accountability, expand vehicle miles traveled concerns, and reduce public participation. SB 1315, also by Senator Cabaldon, would require manufacturers to report software updates for semi-autonomous vehicle features to the Insurance Commissioner to build data for future policy; it drew no opposition. SB 1275 by Senator McNerney would replace the state sales tax on motor vehicles with a higher vehicle license fee to preserve a federal tax deduction and reduce money sent to Washington, with LAO providing technical testimony on the tax structure. The committee also heard SB 1287 by Senator Hurtado, which would create a tax credit to spur private investment in short-line railroad infrastructure. Supporters said it would improve freight efficiency, safety, emissions, and rural economic development; there was no opposition. SB 1064 by Senator Daly would reduce the frequency of clean truck checks for very low-mileage heavy-duty and off-road diesel vehicles, with supporters saying it would save time and costs and opponents asking for CARB analysis before taking a position. SB 1375 by Senator Cortese would streamline environmental review for certain transit and rail projects that have already undergone extensive prior review, while preserving other environmental laws; it received broad support and no opposition. SB 1392, also by Senator Cortese, would expand the smog exemption for certain collector vehicles used mainly for shows, parades, and historic display; classic car and lowrider supporters backed it, while air quality groups opposed it as likely to increase emissions and weaken smog-check accountability. After testimony, the committee took up motions and later completed roll calls once a quorum was established. SB 1213 was placed on the consent calendar and approved. SB 1087, SB 1315, SB 1275, SB 1287, SB 1423, SB 1064, SB 1375, and SB 1392 were all reported out of committee, generally to the Senate Appropriations Committee, with SB 1392 receiving the closest vote and some opposition from members. The committee also briefly discussed another bill on active transportation funding tied to SB 79 areas, and that measure was approved after amendments and a roll call vote.

Transcript Highlights:

• The region-scale contributions to climate emissions are substantial.
• , and CARB already tracks how those programs reduce GHG emissions.
• The emissions impact is minimal.
• We reduce truck traffic, lower emissions, and improve air quality.
• This bill does not change emission standards. Under SB 1064, these vehicles...

Summary: The Senate Transportation Committee heard a series of bills focused on transportation planning, emissions, freight, and vehicle regulation. SB 1087 by Senator Cabaldon would modernize SB 375 regional climate and transportation planning by moving regional plan updates from every four years to every eight years, clarifying roles for CARB and the California Transportation Commission, and better aligning funding and guidelines. Supporters, including SCAG, MTC/ABAG, MPOs, local governments, and some environmental groups, said the bill would reduce duplicative planning costs and improve implementation. Opponents, including Coalition for Clean Air and the California Building Industry Association, warned it could weaken climate accountability, expand VMT-related burdens, and create housing and CEQA concerns. The bill passed 9-1 and was sent to Appropriations. The committee also heard SB 1315, which would require manufacturers to report software updates for semi-autonomous vehicle features to the Insurance Commissioner so the state can build data for future policy. There was no opposition testimony, and the bill passed 12-0. SB 1275 by Senator McNerney would replace the general fund portion of the state sales tax on motor vehicles with a one-time vehicle license fee so buyers could potentially claim a federal tax deduction; the LAO testified as a technical witness, and the bill passed 9-1. SB 1287 by Senator Hurtado would create a tax credit to spur private investment in short-line railroad infrastructure; supporters said it would improve safety, freight efficiency, and emissions, and it passed 12-0. The committee also approved SB 1423 by Senator Stern, which would streamline review for certain transit and rail projects that have already undergone extensive environmental review; it passed 8-1. SB 1064 by Senator Daly would reduce the frequency of clean truck checks for very low-mileage heavy-duty and off-road vehicles, and passed 12-0 after supporters said it would reduce unnecessary trips and costs while opponents awaited CARB analysis. SB 1375 by Senator Cortese would similarly reduce duplicative environmental review for qualifying major transit and rail projects, and passed 12-0. SB 1392, also by Senator Cortese, would expand the smog-check exemption for certain historic collector vehicles used mainly for shows, parades, and charitable events; classic car and lowrider advocates supported it, while air quality groups opposed it as increasing emissions. It passed 10-2. The committee also adopted the consent calendar, including SB 1213, by a 12-0 vote.