Transcript Highlights:

• Um, I know that ARC I worked with them quite a bit on the decarbonization study that we did in 2023.
• them quite a bit on the decarbonization them quite a bit on the decarbonization study<00:05:24.160
• <00:20:26.080> Um<00:20:26.320> I<00:20:26.480> mean decarbonization goals by
• Um I mean decarbonization goals by 2030.
• as well as the EPA's for decarbonization as well as the EPA's funded<00:25:19.279> climate<00

Bills: SB2699

Keywords: fare-free transit, youth transportation, environmental tax, transit equity, public transit, Hawaii, 912, senate, all

Summary: The committee reconvened and first addressed SB 2699 on public transit/free transportation for young people. Members noted that the Committee on Transportation had already deferred the measure, and this committee said it would defer it as well before adjourning that brief reconvened session. The hearing then moved to SB 2373, which would establish a state goal to strengthen nature-based carbon emissions reduction solutions and authorize the Hawaii State Energy Office to develop methods to quantify carbon reductions from marine ecosystem restoration. The Energy Office said marine carbon sequestration was outside its expertise and asked to be removed from that portion of the bill, while DLNR and OPSD offered comments and said the work fit better with their areas, with DLNR saying it could take it on if properly resourced. Testimony included support from environmental groups, and committee discussion focused on which agency should lead and whether existing methodologies could be used. Next was SB 21001 on organic waste reduction and diversion. The Department of Health supported the intent but raised implementation concerns. Hawaii Farmers Union strongly supported the bill, arguing it would help build compost supply, improve soil health, and give counties time to develop infrastructure; they cited Vermont as a model and said the bill could extend landfill life and reduce methane. Members asked about the Vermont approach and the need for infrastructure before household-level diversion. The committee also heard SB 2905, which would increase the environmental response, energy, and food security tax and direct more revenue to the electric vehicle charging system subaccount. The Energy Office, PUC, and Tax Department offered comments; youth and clean transportation advocates strongly supported the bill as a way to expand charging access and meet EV adoption goals. A member questioned whether the proposed increase would outpace the state’s ability to deploy chargers, and PUC staff said the current annual appropriation is about $750,000 and that they could provide more data on an appropriate funding level. Additional measures were briefly taken up: SB 3231 on condominium maps and county zoning certification in A districts drew support from the Department of Agriculture and Biosecurity and the Hawaii Farm Bureau; SB 2486 on climate change drew comments from the Energy Office, Climate Commission, and OPSD, who said it duplicated existing climate planning and should include adaptation language; and SB 2376 on the renewable fuels production tax credit drew support from industry and agricultural groups, while the Energy Office and Tax Department raised concerns about the rollover provision and the scale of the credit. No final votes were recorded in the excerpt beyond the earlier deferral of SB 2699.

Transcript Highlights:

• And so leakage mitigation policies are very important so that we incentivize decarbonization here in
• In addition to that, we also gathered information on opportunities and barriers for decarbonizing the
• What we all want to see is a thriving Washington economy that decarbonizes over time. issues.
• What we all want to see is a thriving Washington economy that decarbonizes over time.
• Washington economy that decarbonizes over time. Senator Harris. Thank you, Chair.

Summary: The committee held a work session covering PFAS regulation and impacts, no-cost allowance allocation for emissions-intensive trade-exposed industries (EITEs), and regional resource adequacy and data center load growth. Senator Victoria Hunt was welcomed as a new member. The Department of Ecology reviewed Washington’s Safer Products for Washington PFAS work, including completed restrictions on PFAS in outdoor furniture, carpets, rugs, stain/water-resistant treatments, and newer rules adopted in November restricting PFAS in most apparel, cleaning products, and automotive washes, with reporting requirements for some other products such as cookware and firefighting gear. Ecology also described Cycle 2 PFAS reviews now underway, including artificial turf and paints, and answered questions about compliance, online sales, sell-through periods, and how Washington’s approach differs from broader bans in states like Maine and Minnesota. The Department of Ecology also presented on PFAS in biosolids, describing a 2024 sampling study, limitations in testing methods, and a 2025 statutory amendment requiring additional sampling between 2027 and 2028 and a report to the legislature in 2029. The Department of Health then updated the committee on PFAS in drinking water, reporting that most Group A public water systems have completed sampling, that 317 sources and 188 systems are expected to exceed new contaminant levels, and that treatment costs for public systems are estimated at about $970 million, leaving a large funding gap; members also asked about private wells, health effects, bathing exposure, and home filters. The Board of Health’s new state action levels are being aligned with federal MCLs, and the department said it expects to continue monitoring and notification under state rules. Ecology also briefed the committee on no-cost allowance allocations to EITEs under the Climate Commitment Act, explaining the leakage-mitigation rationale, the current allocation schedule through 2034, and a forthcoming report on policy options for 2035-2050; members asked about industry barriers, competitiveness, and whether facilities might leave the state. Finally, E3 presented a regional resource adequacy study showing rising load, retirements outpacing additions, limited winter reliability value from wind, solar, and batteries, and a projected shortfall beginning in 2026 that could grow to about 9,000 MW by 2030 if planned projects are not built. The presentation emphasized winter cold-weather events, hydro variability, the importance of permitting and transmission, and longer-term options including nuclear, geothermal, hydrogen, carbon capture, and long-duration storage. EPRI then introduced its DC Flex initiative, which is studying how data centers can provide flexible load through workload shifting, cooling optimization, and on-site backup or bridging resources to reduce grid stress and protect ratepayers.

Transcript Highlights:

• The first is we think this is a pretty expensive way for the state to decarbonize.
• To decarbonize.
• And for years, we have been working on decarbonizing solutions for our fossil fuels.
• And wherever we can, whether it's decarbonize or to move towards that, we're not there yet.
• And wherever we can, whether it's decarbonize or to move towards that, we're not there. decarbonize or

Summary: The Assembly Budget Subcommittee on State Administration heard several budget proposals from CDTFA, the Board of Equalization, and the Franchise Tax Board. The first panel focused on cannabis, hemp, flavored tobacco, and related enforcement. CDTFA requested ongoing funding to implement cannabis tax changes, enforce the new intoxicating hemp restrictions and flavored tobacco seizure authority, and continue compliance work. The department said it is targeting illicit product, protecting licensed businesses, and using referrals from the public and lawmakers to focus inspections. The LAO supported some of the proposals but urged the Legislature to treat them as part of a longer-term enforcement strategy and raised concerns about the use of General Fund support for cannabis enforcement. Public testimony on the cannabis item largely supported stronger enforcement and funding for the legal market. The committee also heard CDTFA’s request to reappropriate funds for an upgrade to the CROS tax collection system, which would improve taxpayer services, security, and software maintenance without adding new money. A separate CDTFA proposal would make all delivery network companies, such as DoorDash and Uber Eats, marketplace facilitators for sales tax purposes. CDTFA said the change would reduce confusion for restaurants and improve compliance, while the LAO questioned whether the proposal functioned more like a tax increase because it would also capture service fees. Members raised affordability concerns, but the proposal was framed by the administration as a parity and compliance measure. The subcommittee then considered a governor’s proposal for a sustainable aviation fuel tax credit. Finance argued the credit would help decarbonize aviation and support in-state production, while the LAO recommended rejection, citing cost, uncertainty about environmental benefits, possible diversion of diesel excise tax revenues from transportation programs, and concerns about consistency with voter-approved transportation funding rules. Testimony from airlines, labor unions, airports, and refinery workers strongly supported the credit, emphasizing union jobs, refinery conversions, and emissions reductions, while fuel retailers and some others warned about fiscal risk and higher fuel prices. The chair and some members expressed support for the proposal despite the funding concerns. Finally, the BOE presented an IT modernization project for state-assessed property administration, saying the current system is outdated and manual and that a new system is needed to improve accuracy, cybersecurity, and workflow efficiency, especially with a likely increase in workload from new VoIP assessments. The LAO asked for more justification for the timing, but BOE said the urgency stems from aging systems and growing workload. BOE also requested modest funding to implement SB 293 changes to intergenerational property transfers and wildfire relief guidance, which the LAO did not oppose. The Franchise Tax Board began its presentation on the final phase of its Enterprise Data to Revenue modernization effort, describing the project’s rollout across audit, collections, legal, and filing enforcement workloads and noting it is now in a warranty period.

Transcript Highlights:

• We heard proposals to raise taxes on EVs and stop progress on transportation decarbonization.
• Now, separate from benefits on climate change, the other thing that this can do if we decarbonize is
• If we could decarbonize and not be burning fossil fuels, that would go down tremendously.
• is some really good things decarbonize is some really good things for for for motans.<00:39:00.160><
• 39:12.640> burning<00:39:12.960> fossil decarbonize and not be burning fossil decarbonize

Keywords: 1183, house

Transcript Highlights:

• This bill is all about helping the state achieve its decarbonization goals.
• decarbonize. We cannot electrify planes. decarbonize. We cannot electrify planes.
• And the to us today to decarbonize.
• to decarbonize the transportation sector is the reason I'm here today.
• to decarbonize the transportation sector is the reason I'm here today.

Keywords: 910, house, all

Summary: The committee heard testimony on HB 1694, which would create a sustainable aviation fuel tax credit, and HB 1695, which would expand the state’s renewable fuels production tax credit. For HB 1694, supporters from the airlines, renewable fuels industry, business groups, and some environmental and youth representatives said sustainable aviation fuel is a practical near-term way to cut emissions in aviation, a hard-to-decarbonize sector, and argued the credit would send a market signal, support local production, and help meet state climate goals. Opponents, including Energy Justice Network and a taxpayer-focused testifier, argued the bill could subsidize expensive fuels that may not be truly clean, could duplicate benefits available under other tax provisions, and should not support transpacific aviation or technologies they said are unproven or harmful. The Department of Taxation stood on written testimony, and the chair later asked that all verbal testimony on remaining bills be limited to one minute because of time constraints. HB 1695 drew similar support and opposition, but focused more broadly on renewable fuels for transportation, trucking, shipping, and other sectors. Supporters, including the Hawaii State Energy Office, airlines, PAR Hawaii, the Hawaii Renewable Fuels Coalition, Pacific Biodiesel, and the RNG Coalition, said the bill would help scale local fuel production, reduce greenhouse gas emissions, support jobs and agriculture, and advance the state’s climate and energy goals. Several supporters emphasized that the credit would help build a local industry and that life-cycle accounting should be used to measure emissions benefits. Opponents repeated concerns that some biofuels and waste-based fuels may not be climate-beneficial, may rely on flawed modeling, and could create costly infrastructure that would need to be replaced later. No votes or final committee action were taken in the portion of the meeting provided.

Transcript Highlights:

• Aviation is a hard-to-decarbonize industry, and unlike other forms of transportation, there aren't any
• saff economy decarbonize the airline industry<00:31:24.679> while<00:31:24.880> creating
• Our 70-plus members employ tens of thousands of Minnesotans statewide and are working to decarbonize
• Statewide and are working to decarbonize Statewide and are working to decarbonize mun's<01:07:21.760
• our economy and lower costs decarbonize our economy and lower costs for<01:08:35.279> motans<

Bills: HF1126, HF967, HF1066, HF1669, HF926

Keywords: property tax, Indian Tribe, tax exemption, Minnesota, public charity, property tax exemption, Minnesota statutes, unorganized territory, federally recognized, soil conservation, water conservation, local government aid, environmental funding, Minnesota legislation, tax credits, sustainable aviation fuel, environmental policy, corporate franchise, Minnesota taxation, tobacco

Transcript Highlights:

• Our 70-plus member companies employ tens of thousands statewide and are dedicated to decarbonizing Minnesota
• are dedicated to decarbonizing are dedicated to decarbonizing Minnesota's<00:05:26.560> economy
• to lower emissions, promote equitable economic growth, and lead the nation in a transition to a decarbonized
• to lower emissions, promote equitable economic growth, and lead the nation in a transition to a decarbonized
• to a decarbonized economy for these<00:27:44.600> reasons<00:27:44.960> fresh<00:27:45.200

Keywords: 1187, senate, all

Transcript Highlights:

• decades and achieving the state's energy goals and producing affordable, reliable, resilient, and decarbonized
• reliable, producing affordable, reliable, resilient,<00:03:01.880> and<00:03:02.000> decarbonized
• <00:03:03.400> This resilient, and decarbonized energy.
• This resilient, and decarbonized energy.

Keywords: 912, senate, all

Summary: The Senate Committee on Commerce and Consumer Protection took up House Concurrent Resolution 137, House Draft 1, and Senate Resolution 20, both proposing a Senate draft urging an immediate and permanent ceasefire and end to hostilities in Iran. Only written testimony was submitted, in support, from Barbara Polk, with comments from Kelsey Burien, Sage Colon, River Burien, and late testimony from Azale Guillermo Ramirez. The chair noted that resolutions are non-binding expressions and do not change Hawaii Revised Statutes, and said Senate rules allow substantive changes to the vehicles. Because the matter arose late in the session, the committee recommended passage of the proposed Senate draft for HCR 137 and SR 20. The motion was adopted by votes from the chair, vice chair, Senator McKelvey, and Senator Awana; Senator Lamasao was excused. The committee then reconvened to reconsider House Concurrent Resolution 202, House Draft 2, which would establish a legislative task force on Hawaii’s future energy pathways. The chair explained that additional testimony raised concerns about the Public Utilities Commission’s participation and possible ex parte issues, and that the resolution could be construed as creating a closed task force because it did not require open public membership. Since further amendment was not possible without restarting the process, and a similar House resolution already existed, the committee recommended deferral. No comments were offered, and the meeting adjourned.

Transcript Highlights:

• But in a little nutshell, this bill is about both decarbonization and manufacturing.
• And the industrial sector is our cement steel, heavy manufacturing, very hard to decarbonize.
• She's their state industrial decarbonization expert.
• instance, the cement plant right outside my district in Tijeras is currently working On different decarbonization

Keywords: 996, all

Transcript Highlights:

• Our coalition has identified three key strategies for decarbonization: getting more electric vehicles
• There's been a lot of uncertainty and regression in the transportation decarbonization space due to the
• We were celebrating the announcement to decarbonize this train line.
• We look forward to the completion and the decarbonization of this line by 2028 and ask that you report
• And there is a growing need for decarbonization projects that are necessary to help Massachusetts reach

Keywords: 995, all

Summary: The committee heard testimony on a wide range of transportation bills focused on rural microtransit, commuter rail fares and service, rail electrification, climate alignment, and safety. Several speakers supported H. 4054 and related microtransit proposals, arguing that rural communities need stable, permanent funding for services like the Tri-Town Connector and Quaboag Connector, which have strong ridership, high satisfaction, and measurable economic and health benefits. Testimony also supported a commission bill to study microtransit funding and definitions, with witnesses emphasizing that current grant programs are helpful but short-term and insufficient for long-term service planning. A major theme was commuter rail equity and expansion. Boston-area officials and advocates backed bills to make all Boston commuter rail stations Zone 1A, citing large fare disparities between nearby stations in Hyde Park, Roslindale, and Readville. Related testimony supported studying an Orange Line extension from Forest Hills to Roslindale Square and expanding The Ride to Foxborough, as well as restoring commuter rail service to Cape Cod via Middleborough to Buzzards Bay and beyond. Speakers said these projects would improve access, reduce car dependence, and better serve neighborhoods and regions that currently face limited rapid transit options. Multiple panels urged action on electrification and climate-focused transportation planning, including H. 3726, the Freedom to Move Act, and bills to electrify commuter rail, buses, school buses, and public fleets. Advocates from environmental, transit, and public health groups said transportation is the state’s largest emissions source and argued that statutory goals, coordinated planning, and streamlined permitting are needed to speed decarbonization while improving safety, affordability, and reliability. The committee also heard support for a bill to streamline rail electrification permitting, a bill to exempt certain transit projects from MEPA review, and a bill to improve commuter rail pedestrian safety with gates, fencing, and warning devices at at-grade crossings. No votes were taken during the hearing.

Transcript Highlights:

• Transportation, second to wildfire in emissions, is the hardest area to decarbonize, right?
• It's that, that, that's, like, it's... ...is the hardest area to decarbonize, right?
• It's the largest single source, but the hardest to decarbonize, and the whole point is to transition,
• particularly frontline community priorities like safer drinking water and equitable building decarbonization
• particularly frontline community priorities like safer drinking water and equitable building decarbonization

Summary: The Assembly Budget Subcommittee hearing focused on the governor’s May Revision, especially the proposed extension of the cap-and-trade program to 2045 as “cap-and-invest,” the related greenhouse gas reduction fund (GGRF) spending framework, and several trailer bill proposals. Department of Finance staff outlined budget solutions including a $1.5 billion annual General Fund-to-GGRF shift for Cal Fire that would grow to $1.9 billion by 2029-30, continued support for high-speed rail, climate bond implementation, and various environmental and water-related statutory changes. The administration also described proposals affecting the Delta Conveyance Project, water quality planning, groundwater bulletin timing, Exide cleanup funding, and other agency-specific items, though the chair repeatedly asked staff to keep the presentation high-level and save details for the next hearing. Members from both parties raised strong concerns about the cap-and-invest proposal, arguing that it could reduce or displace funding for transit, affordable housing, active transportation, wildfire prevention, zero-emission vehicles, and other previously committed programs. Several members questioned whether the administration was effectively shifting essential ongoing services like Cal Fire onto a temporary carbon market fund, how the General Fund backstop would work if auction revenues fall short, and whether the proposal would leave enough money for continuous appropriations and future awards. Members also criticized the inclusion of cap-and-invest reauthorization in the budget process and asked for clearer information on the impact to high-speed rail, transit, and other GGRF priorities. The Delta Conveyance Project and related trailer bill language drew significant opposition from members and public commenters, who argued the proposal would fast-track the project, weaken CEQA-related review, and authorize revenue bond financing without sufficient legislative oversight. Public testimony also included support for maintaining or expanding funding for transit, affordable housing, AB 617 community air protection, offshore wind infrastructure, and ignition interlock programs, while environmental and community groups opposed cuts to wildfire prevention, housing, and school climate-related programs. No votes were taken; the hearing was informational, and the chair said the committee would continue the discussion and receive more detailed responses at the follow-up hearing on Tuesday.

Transcript Highlights:

• offshore wind being a renewable energy source that helps our state reach its climate goals and decarbonize
• So, we should have new storage that will then actually contribute to the Commonwealth's decarbonization
• power into energy planning in Massachusetts and throughout New England as an essential part of decarbonizing
• Most recently, I've been investigating how to best decarbonize our modern society to avoid the worst
• Within a few months, I'll have a report on how New England can proceed most effectively to decarbonize

Keywords: 995, all

Summary: The committee heard testimony on a wide range of energy bills, with much of the discussion focused on offshore wind, battery storage, solar, nuclear study proposals, and a bill to redefine clean energy. Several Barnstable-area legislators and witnesses raised concerns about offshore wind transmission infrastructure near neighborhoods, beaches, and drinking water supplies, and supported bills to create a special commission and increase local input and oversight. In contrast, environmental, consumer, labor, and clean energy groups strongly backed offshore wind expansion bills, arguing that offshore wind lowers long-term costs, improves winter reliability, reduces fossil fuel dependence, supports jobs and local supply chains, and should include wildlife protections, labor standards, and community benefits. Some witnesses and committee members noted that parts of the offshore wind legislation overlap with the Governor’s energy affordability bill, and asked for clarification on which provisions were new versus duplicative. The committee also heard testimony on battery storage and solar legislation. Two student witnesses and several industry representatives supported a bill to study grid battery storage, saying storage can reduce outages, lower peak prices, and improve grid resilience during extreme weather. Witnesses from solar and storage companies supported a broader clean energy transition bill that would expand storage procurement, create a retail-style storage program for distributed batteries, set a 10-gigawatt solar target by 2035, and streamline siting and interconnection. Committee members pressed witnesses on whether these provisions were already included in the Governor’s affordability bill and asked for a section-by-section breakdown of what was new. One witness also urged allowing developers to bond interconnection payments to reduce financing costs. Another major topic was a bill defining clean energy, especially whether existing pumped-storage hydropower should qualify for subsidies or be excluded. Supporters of the bill argued that existing pumped storage should not receive additional ratepayer subsidies because it is already built, can have environmental impacts on rivers and ecosystems, and could cost ratepayers hundreds of millions of dollars. Opponents said pumped storage is an important reliability resource and should remain eligible. The committee also heard testimony on nuclear-energy study bills: some witnesses supported creating a commission to examine nuclear power as a reliable, carbon-free option, while others opposed nuclear study bills and argued that nuclear is costly, unsafe, and inconsistent with the state’s clean energy goals. No votes were taken during the hearing.

Transcript Highlights:

• they then use to make clean ammonia and clean methanol, all things that are needed in order to decarbonize
• These are all instances where a decarbonized pathway is necessary and can happen.
• So better an inefficient use to bring it into hydrogen so we can shift loads and start decarbonizing
• Shift loads and start decarbonizing other parts of our sector, then just letting it sit there.
• So we hope to be part of the wave of biosimulants that can help us decarbonize our hard to abate agriculture

Summary: The Select Committee on Climate Innovation and Infrastructure held a hearing focused on emerging technologies for climate resilience and infrastructure. The first panel discussed the Calistoga Resiliency Center, a utility-driven microgrid that keeps the city powered during public safety power shutoffs using hydrogen fuel cells, lithium-ion batteries, and liquid hydrogen storage. PG&E described microgrids as a resilience tool but emphasized that cost remains the main barrier to wider deployment. Energy Vault explained the project’s design, its ability to provide at least 48 hours of backup power on a small parcel of land, and its use of green hydrogen and battery storage to improve efficiency and reduce emissions. A Calistoga councilmember and NCPA representative also discussed the Lodi Energy Center hydrogen project, saying it could help decarbonize power generation and transportation, but that federal and state funding changes, tax credit timing, and other policy shifts have made the project difficult to advance. The Green Hydrogen Coalition supported the Calistoga model as a blueprint and urged policy changes to create demand and reduce barriers for renewable hydrogen, including addressing behind-the-meter rules and recognizing hydrogen in state energy planning. The second panel focused on water resilience and desalination, with the California Desal Association and Oneka Technologies discussing wave-powered desalination for the City of Fort Bragg. Cal Desal said California’s changing hydrology, reduced snowpack, and drought conditions make local water supply options increasingly important, but noted that conventional desalination is expensive and slow to permit. Oneka described its offshore, wave-powered system as a zero-electricity desalination technology that produces drinking water without greenhouse gas emissions and with limited land use, and said the Fort Bragg pilot is intended to demonstrate the technology under California conditions. The company and Cal Desal both stressed that permitting is a major obstacle, with the project requiring multiple agencies and a timeline far longer than in other jurisdictions. They also said the technology’s autonomous operation could improve water resilience because it does not depend on the electrical grid. The final panel featured the Climate Foundation’s marine permaculture proposal, which aims to restore kelp forests and support carbon removal and coastal food systems. The presenter said warming oceans and nutrient loss have devastated kelp forests along the California coast and argued that offshore platforms that raise and lower seaweed to access nutrients and sunlight could help regenerate ecosystems while producing food, feed, fertilizer, and carbon benefits. He said the technology has shown strong growth rates and storm resilience in other regions, but that California permitting remains a major hurdle, involving 17 state and federal agencies. He proposed a streamlined, code-based permitting approach for smaller projects and said the group is seeking matching funds to complete a first California pilot. Throughout the hearing, members and witnesses repeatedly highlighted the tension between innovation and the high cost, complexity, and length of California’s permitting and funding processes.

Transcript Highlights:

• We can help the Commonwealth meet its decarbonization roadmap, which will require billions of dollars
• as a tool available to the homeowners of the Commonwealth as it tries to achieve its ambitious decarbonization
• It should be a tool the Commonwealth uses to help reach its decarbonization and resiliency goals.
• securities are supporting climate solutions such as solar, storage, energy efficiency, and building decarbonization

Keywords: 995, all

Summary: The Joint Committee on Revenue held a hearing on several housing-related bills, with chairs Adrienne Madaro and James Eldridge framing the discussion as part of the Legislature’s broader response to the state’s housing crisis and noting that many of the bills build on the 2024 Affordable Homes Act. The chairs reviewed hearing procedures, including the three-minute oral testimony limit, the option to submit written testimony, and the hybrid format. No votes were taken during the hearing. Testimony began with support for H. 3278, a bill to create a graduated deed excise tax for affordable housing. Representative Worel argued that higher-end real estate transactions should contribute more to fund affordable housing production, saying the measure would not burden working families and would help address racial inequities in homeownership and displacement. Representative Soder then supported H. 3247, which would promote redevelopment of abandoned buildings through expanded tax incentives for renovating vacant properties for sale or rent, arguing that it would bring blighted units back into use and generate future tax revenue. The committee also heard testimony on H. 3040/S. 1969, residential improvement or R-PACE legislation. Robert Giles of Home Run Financing and Nicole Steele of Amalgamated Bank described the program as a voluntary, assessment-based financing tool that could help homeowners pay for energy efficiency, resilience, and other major repairs without upfront costs, and said it could complement existing Mass Save programs while expanding access to more homeowners. In contrast, Judith Lieben of the Massachusetts Law Reform Institute opposed H. 3039/S. 1946, the Housing Development Incentive Program bill, arguing it would expand subsidies for market-rate and luxury housing in Gateway Cities instead of directing resources to low-income renters. Representative Hawkins also testified in support of H. 3121, which would end large investor control of homes in Massachusetts by imposing an excise tax on large owners of small residential properties and using the revenue for first-time homebuyer down payment assistance. After testimony and a few member questions, the chairs asked whether anyone else wished to testify and then adjourned the hearing.

Transcript Highlights:

• Very significantly, this decarbonization solution comes at a truly marginal cost.
• McKinsey research looking at a sample supplier found decarbonization would cost a mere two cents per
• Very significantly, this decarbonization solution comes at a truly marginal cost.
• McKinsey research looking at a sample supplier found decarbonization would cost a mere two cents per
• What would be the cost to decarbonize?

Summary: The committee heard several climate, environmental, and housing bills. AB 1425, dealing with pit dewatering near the San Joaquin River Parkway, drew extensive testimony. The author and supporters argued the bill was needed to protect the river, groundwater, floodplain conditions, tribal and cultural resources, and public access from a proposed mining project near the river. Opponents, including Cemex, labor representatives, and industry groups, said the bill would bypass the CEQA process before it was complete, threaten jobs, and create uncertainty for an existing operation. Members questioned both sides about hydrology, blasting, dewatering, and the adequacy of the ongoing environmental review. The bill was moved, but several members expressed concern about preempting CEQA and some did not vote or voted no. AB 881, which would allow California to move forward with carbon capture and sequestration pipelines, was presented as a way to advance state climate goals and capture federal funding. Supporters, including SMUD, labor, and industry groups, said the bill would help deploy carbon capture safely and preserve jobs. Environmental justice opponents supported stronger safety direction and warned that CO2 pipelines pose serious risks and that the state should not move ahead without clearer standards. The bill received a due-pass recommendation to Appropriations. AB 1207, on the cap-and-trade allowance price ceiling and the social cost of carbon, was presented as a science-based update to California’s climate policy. The author and EDF said the bill would keep the program aligned with current economic and climate data and protect it from federal political interference. It received broad support and a due-pass recommendation. AB 1106, creating a coordinated network of air quality incident response centers, was also approved after testimony about wildfire smoke, toxic emissions, and the need for better real-time monitoring during disasters. AB 28, the Landfill Fire Safety Act, focused on the Chiquita Canyon landfill fire and related health impacts in Castaic and Val Verde; residents described serious illnesses and contamination concerns, while landfill and county representatives warned about costs and asked for more study. The committee nonetheless advanced the bill with a due-pass recommendation. The committee also heard AB 357, which would speed Coastal Commission review of student and faculty housing projects, with supporters citing student homelessness and opponents urging caution but acknowledging the need for more housing; the bill was presented and discussed, with the committee emphasizing the need to balance housing production and coastal oversight.

Transcript Highlights:

• We can decarbonize the natural gas that they produce.
• We're in talks with the State Department of Transportation to decarbonize the fuel that they use in their
• We can decarbonize the natural gas that they produce.
• <01:00:24.640> laws<01:00:25.440> by clean energy and decarbonization laws by clean
• energy and decarbonization laws by addressing<01:00:26.240> Aviation<01:00:26.880> emissions

Keywords: 910, house, all

Summary: The Committee on Economic Development and Technology heard testimony on HB 976, a measure related to incentives for renewable fuels, including renewable diesel and sustainable aviation fuel. Supporters said the bill would help close the cost gap between renewable and conventional fuels, strengthen Hawaii’s energy security, support climate goals, and encourage local economic development. Testifiers from Pono Pacific, PAR Hawaii, Hawaiian Electric, Hawaiian Airlines/Alaska Airlines, the Hawaii Department of Transportation, Pacific Biodiesel, Aloha Carbon, and others described ongoing or planned projects, local feedstock development, and potential benefits for agriculture, waste diversion, and emissions reductions. Several testifiers also discussed proposed amendments. The Hawaii Renewable Fuels Coalition said it wanted to remove the import tax credit, eliminate the aggregate cap increase to avoid additional state funding, and revise local-production language to rely on a carbon-intensity threshold rather than location-based preferences. The Tax Foundation of Hawaii raised technical concerns about the bill’s administration, including prorating credits if the cap is exceeded and the feasibility of a 30-day filing window. Some supporters urged keeping solid waste, including construction and demolition debris, as eligible feedstock, while Energy Justice Network opposed that approach and also urged removing GMO-related language and waste-based feedstocks because of environmental and toxic emissions concerns. Opposition testimony focused on the bill’s cost and feasibility. Energy Justice Network and Ted Metros argued the measure could become a large subsidy for a refinery and questioned whether Hawaii has enough land and water to produce meaningful quantities of biofuel locally. Metros also criticized the refundable credit structure and said the state should not bear the cost for what he described as a benefit largely tied to tourism and imported fuel. No vote was taken during the portion of the hearing provided; the chair later noted the committee had received 13 testimonies in support, 18 in opposition, and seven comments, and then invited further discussion on cost allocation and lowering caps to broaden participation.

Transcript Highlights:

• Catherine Antos, Undersecretary of Decarbonization and Resilience in the Executive Office of Energy and
• Executive branch and Catherine Antos, Undersecretary of Decarbonization and Resilience in the Executive
• My name is Catherine Antos, and I serve as the Undersecretary for Decarbonization and Resilience for
• particularly appreciated your mentioning in your opening statements the importance of our continuing to decarbonize
• I oversee the implementation of programs aimed at decarbonizing the transportation sector, including

Keywords: 995, all

Summary: The committee held a hearing on the impact of the Trump administration’s federal climate policy changes on Massachusetts, with a focus on threatened grants, regulatory rollbacks, and state options to continue climate work. Chair Creem and other senators emphasized that Massachusetts still has a 2050 net-zero mandate and needs contingency plans for clean energy, transportation electrification, offshore wind, resilience, and financing if federal support is reduced or withdrawn. Executive branch witnesses said Massachusetts has already experienced disruptions to more than $1 billion in climate-related federal funds, though many suspended grants were restored after litigation by the Attorney General’s office. EEA reported continued uncertainty around a $389 million Grid Innovation Program award and a FEMA dam-safety reimbursement, while MassDOT said its NEVI fast-charging program remains on track with about $50 million obligated, but a $14.4 million competitive charging grant is on hold and future unobligated NEVI funds remain uncertain. Senators also discussed EV rebates, charging infrastructure, the role of the Community Climate Bank, and whether the state can expand independent financing and support for municipalities, higher education, and nonprofits. The Attorney General’s office described successful multi-state litigation that won a temporary restraining order and preliminary injunction against the federal funding freeze, restoring access to many EPA, DOE, USDA, and Interior funds, while noting continued enforcement actions over FEMA manual reviews and other barriers. The office said it is also preparing to defend the endangerment finding, California vehicle-emissions waivers, offshore wind permits, and other federal climate protections. Outside advocates warned that federal tax-credit rollbacks, tariffs, and possible repeal of IRA and infrastructure funding could slow EV adoption and raise costs, while offshore wind testimony said federal permitting pauses and legal challenges are delaying projects and could leave Massachusetts far short of its 2030 offshore wind goals. Nonprofit witnesses also described canceled or delayed grants for wetland restoration and urban heat mitigation, and urged the Legislature to increase state funding, including for the environmental bond bill and municipal vulnerability preparedness work.

Transcript Highlights:

• Aviation is a hard-to-decarbonize industry, unlike other forms of transportation.
• The IPCC Sixth Assessment Report in 2023 highlighted that use of SAF is the best lever to decarbonize
• of Aviation um the decarbonization of Aviation um the international<00:20:32.200> civil<00:20
• Airlines are increasingly looking at SAF as a promising near-term decarbonization option.
• promising near-term decarbonization promising near-term decarbonization option<00:58:48.839>

Keywords: 1183, house

Summary: The House Agriculture Finance and Policy Committee held an introductory meeting that began with housekeeping, a correction to the committee rules (the room number should be G3, not G35), and member and staff introductions. Members described their districts, agricultural ties, and priorities for the session, including consumer food costs, urban agriculture, farm economics, livestock disease preparedness, and support for Minnesota’s agricultural sectors. No votes were taken during the introductory portion. The committee then turned to sustainable aviation fuel (SAF). Deputy Commissioner Andrea Veble of the Minnesota Department of Agriculture said the Walz administration strongly supports SAF because of its potential for agriculture, forestry, and clean energy, and reviewed Minnesota’s 2023 SAF tax credit and related sales tax exemption. She said the state has feedstocks and should continue investing so Minnesota can attract SAF production and support rural jobs. Jeff Davidman of Delta Airlines testified that aviation is difficult to decarbonize and that SAF is the airline industry’s main path to net zero by 2050; he cited current use of SAF, the need to scale production, and Minnesota’s role in supplying feedstocks and hosting future production. Peter Frost of Greater MSP described the Minnesota SAF Hub as a public-private partnership aimed at building the full SAF value chain in Minnesota. He emphasized that Greater MSP is coordinating investors and partners to grow the regional economy and said the SAF effort is intended to create jobs and economic development. Committee members did not ask questions during the portion captured, and no formal action or vote was recorded on the SAF presentations in this transcript excerpt.

Transcript Highlights:

• In most parts of the country, electricity prices need to rise in order to drive down decarbonization.
• Too high electricity prices are now a major headwind to California's decarbonization goals, including
• Two high electricity prices are now a major headwin to California's decarbonization goals, including
• You could actually accelerate decarbonization. I think that's the main barrier right now.
• So we talk a lot about how electricity is the backbone of our decarbonization strategy.

Summary: The Budget Subcommittee No. 4 hearing focused on the Greenhouse Gas Reduction Fund (GGRF) and cap-and-trade reauthorization, with members and panelists discussing how to balance climate goals, affordability, and legislative oversight. The chair emphasized the hearing as a broad review of past GGRF spending and future options, while the LAO outlined how GGRF revenues are generated, how variable they have been, and the tradeoffs between continuous appropriations and annual budget control. Two academic panelists, Dr. Kyle Meng and Danny Cullen Ward, argued that cap-and-trade remains an effective climate policy, but stressed that future revenue will depend heavily on market design, allowance allocation, and price levels. They also raised the idea that GGRF could be used more directly for affordability, especially by lowering electricity costs, and for targeted investments in technologies that the market would not otherwise support. Committee members pressed the panelists on where revenues come from, how much has actually been spent, and whether continuous appropriations reduce oversight. CARB staff said more than $33 billion has been generated to date and a little over $11–12 billion has been spent, with the rest committed or in process, and noted that project timelines can be lengthy. Members also asked about ways to lower electricity rates, reduce wildfire-related utility liabilities, and support electrification. The panelists said transportation fuels are the largest source of GGRF revenue, that industrial emitters receive a smaller share of free allowances, and that reducing wildfire liability and investing in grid-scale batteries could help lower costs and speed decarbonization. Public commenters largely urged the Legislature to preserve or expand continuous appropriations for specific climate programs. Speakers supported funding for nature-based solutions, natural and working lands, urban greening, agricultural climate solutions, waste and composting programs, clean transportation, AB 617 community air protection, clean cars, transit, affordable housing near transit, and dairy digesters. Several groups argued these programs are cost-effective, provide public health and affordability benefits, and should receive dedicated shares of GGRF. Others urged reducing free allowances and using more GGRF revenue to directly lower energy costs for households. No votes were taken during the hearing.

Transcript Highlights:

• You know, a nascent industry, hard to decarbonize.
• we wanted to add that, to the extent that that request is in furtherance of CARB's strategy to decarbonize
• the medium- and heavy-duty truck sector... ...is in furtherance of CARB's strategy to decarbonize the
• And third, we'd like to advocate for stable funding sources for building decarbonization.
• And third, we'd like to advocate for stable funding sources for building decarbonization.

Summary: The committee hearing focused heavily on CARB’s broad trailer bill request for regulatory fee authority. Finance and CARB argued the proposal would let CARB develop fees to recover reasonable costs for implementing and enforcing regulations, while the LAO recommended rejection because the authority was too broad, could apply to an entire division of code, and would delegate core legislative taxing/fee-setting power without enough guardrails. Members from both parties raised concerns about the breadth of the authority, accountability, affordability impacts, and whether the Legislature would be put in an up-or-down position after CARB had already developed regulations. CARB responded that fees would still go through a budget change proposal and legislative approval before collection, and cited existing examples such as transport refrigeration units and commercial harborcraft fees. The committee then reviewed CARB’s request for permanent resources to implement SB 905 on carbon capture, utilization, storage, and carbon dioxide removal. CARB said the Legislature had previously authorized limited-term positions and funding, but it had struggled to recruit and retain staff with specialized regulatory and technical expertise, and that the work had included pre-rulemaking contracts, technology review, and permit-related preparation. Members questioned the pace of work, the use of limited-term positions, and whether additional permitting authority would be needed. CARB said it hoped to begin rulemaking later in the year if permanent resources were approved. Members also discussed the cap-and-trade spending plan, noting lower-than-expected auction revenues but higher interest earnings, and the need to monitor the Greenhouse Gas Reduction Fund and possible May Revision changes. The committee then heard overviews of the zero-emission vehicle package, the Community Air Protection Program, demand-side grid support, and e-bike incentives. CARB described ongoing investments in community-based transportation equity, drayage trucks, harbor craft, and other clean technology demonstrations, while members pressed on affordability, program duplication, and whether enough funding was being directed to incentive programs. No formal votes were taken during the portion provided, and the chair repeatedly indicated that the hearing was intended to surface concerns for later budget negotiations.