Transcript Highlights:

• Can heavy-duty AVs accelerate heavy-duty zero-emission vehicles?
• autonomous trucks.
• Heavy-duty trucking employs hundreds of thousands of Californians, and the explicit purpose of this technology
• trucks.
• There were, I think, 15 or 18 collisions that involved heavy trucks that led to fatalities.

Summary: The Assembly Transportation Committee heard an informational hearing on California’s newly finalized autonomous vehicle regulations, with DMV and CHP officials describing the updated framework and committee members pressing them on safety, enforcement, and first-responder impacts. DMV said the rules, effective April 28, 2026, expand reporting, create a phased permitting system from testing to deployment, add requirements for safety cases, remote operations, and first-responder coordination, and open a path for heavy-duty AV testing and deployment while still prohibiting oversized loads and hazardous materials. CHP said it worked with DMV on enforcement tools, first-responder interaction plans, and training local agencies on the new notice of noncompliance process. Members asked about crash data, immobilizations, freeway and construction-zone safety, weigh-station enforcement, and whether foreign licenses can qualify for remote assistants or drivers; DMV and CHP said the rules are intended to keep AVs accountable and that heavy-duty AVs will be held to the same roadway standards as human-driven commercial vehicles. A second panel focused on data collection and enforcement. Consumer attorneys argued the prior rules were too limited because DMV stopped collecting meaningful data once AVs moved from testing to deployment, making it difficult for the public and litigants to understand incidents; they supported the new regulations but urged that the collected information be made public. The industry association said California now has the nation’s most robust AV oversight, with monthly or quarterly reporting of collisions, system failures, immobilizations, harsh braking, vehicle miles traveled, and notices of noncompliance, plus broad DMV authority to restrict or suspend operations. In response to questions, the industry said it generally supports the new framework, believes the regulations are clear, and does not favor full federal preemption of state AV rules, though it wants federal standards for design, construction, and performance. A third panel addressed first-responder interaction and remote operations. The San Francisco Fire Department described repeated AV interference with emergency scenes and said AVs have generated hundreds of “sleeper calls,” where passengers fall asleep and trigger 911 responses; the department said these incidents consume significant staff time and it wants better protocols to reduce unnecessary dispatches. Waymo said it has trained thousands of public-safety personnel, maintains a 24/7 emergency line, uses geofencing/avoid-the-area messages, and can allow first responders to manually override or move vehicles when needed. Committee members asked about sleeper-call prevention, remote assistant licensing and drug testing, communication redundancies during outages, and how manual overrides work for vehicles without traditional controls; Waymo said it is collaborating with responders and that its vehicles are designed to reach a safe stop if connectivity is lost. The final panel began with testimony on heavy-duty autonomous vehicles. A transportation researcher said freight is essential to California’s economy and that heavy-duty AVs pose distinct safety risks because of their weight, stopping distance, and the potentially severe consequences of crashes or immobilizations on highways. He said the new regulations are important because they create a regulated pathway for heavy-duty AV deployment, require a safety case, set mileage thresholds, and add reporting categories that can serve as leading safety indicators. The hearing was still in progress when the transcript ended, with additional testimony expected from labor and industry witnesses on heavy-duty AV deployment.

Transcript Highlights:

• Fuel cell trucks provide longer range, fast refueling, consistent performance under heavy loads and varied
• By prioritizing hydrogen for heavy-duty trucks and port vehicles, we are effectively removing the pollution
• And the diesel trucks, 18-wheelers moving down the road, and you can fill up the trucks, the buses, in
• , including hydrogen fuel cell trucks.
• But it's mostly for heavy industry.

Summary: The Senate Select Committee on Hydrogen Energy held an informational hearing on California’s hydrogen leadership, with the chair framing hydrogen as a complementary clean-energy pathway for hard-to-electrify sectors such as heavy-duty trucking, transit, rail, ports, industrial uses, and backup power. The first panel of private-sector witnesses from the California Hydrogen Business Council, Bosch, Hyundai, and Sierra Northern Railway described existing deployments in California, including hydrogen buses, trucks, fueling infrastructure, and the nation’s first hydrogen fuel cell switcher locomotive. They emphasized that the technology is commercially ready but scaling is constrained by permitting delays, high fuel and equipment costs, infrastructure gaps, and uncertainty around federal support and incentives. Witnesses urged stable state policy, targeted investment, and concentrated deployment in high-impact corridors such as ports and freight hubs. Committee members also asked about labor standards, community engagement, and the current size of the hydrogen vehicle fleet in California and abroad. The second panel focused on air quality, climate, safety, and public health. Testimony from CAPCOA, the Coalition for Clean Air, the California State Building and Construction Trades Council, and a UC Berkeley researcher argued that hydrogen fuel cells can reduce diesel-related pollution and health harms when used in the right applications, especially in ports, rail yards, warehouse corridors, transit depots, and backup power for facilities like data centers. Witnesses cautioned that hydrogen should be used selectively, produced as cleanly as possible, and paired with early community engagement, safety planning, and environmental justice protections. The researcher cited projected reductions in NOx, particulate exposure, premature deaths, and health costs under broader hydrogen adoption. Committee members discussed workforce training, apprenticeship programs, and how to balance near-term costs with long-term infrastructure value. The final panel provided public-sector updates from SamTrans, the Governor’s Office of Business and Economic Development, the Port of Long Beach, and First Public Hydrogen Authority. SamTrans described its transition to a large hydrogen bus fleet and said the loss of expected ARCHES funding created a major infrastructure gap; it asked the state to protect transit funding, restore a sales tax exemption for zero-emission buses, and address axle-weight rules. GoBiz said the state should focus on creating demand, reducing costs, and streamlining permitting, while acknowledging the disruption caused by the federal cancellation of ARCHES funding. The Port of Long Beach reported hydrogen truck deployments, port incentives, and a planned public fueling station, but said high costs, fuel shortages, and uncertainty have slowed momentum. First Public Hydrogen Authority described efforts to aggregate municipal demand and support new green hydrogen production projects, stressing the need for long-term market signals and financing. Committee members repeatedly emphasized the need for state support, infrastructure investment, and a diversified fuel strategy to keep hydrogen deployment moving forward.

Transcript Highlights:

• Fuel cell trucks provide longer range, fast refueling, consistent performance under heavy loads and varied
• Same in locomotives, same in trucks.
• By prioritizing hydrogen for heavy-duty trucks and port vehicles, we are effectively removing the pollution
• And the diesel trucks, 18-wheelers moving down the road, and you can fill up the trucks and the buses
• But it's mostly for heavy industry.

Transcript Highlights:

• Truck Line.
• trucks or delivery trucks, that kind of thing, garbage trucks, and those trucks typically are lower
• Trucks are designed to haul heavy weights, and we've got to keep that in mind when you're putting them
• Being an operator of heavy highway trucks, it does give me significant pause because as an owner of a
• Being an operator of heavy highway trucks, it does give me significant pocket. an operator of heavy highway

Committee: House Transportation and Defense

Transcript Highlights:

• It very specifically focuses on providing supplemental support for class eight heavy-duty trucks.
• What's the rationale for not doing medium- and heavy-duty trucks and that? Why this?
• What's the rationale for not doing medium and heavy-duty trucks and that? Why this?
• Since clean heavy-duty truck adoption is lagging well behind what is needed to intensify air quality
• improvements, Since clean heavy-duty truck adoption is lagging well behind what is needed to intensify

Transcript Highlights:

• It keeps a lot of heavy vehicles, you know, reduces the number of heavy trucks, which frankly have a
• It helps protect our roads from the pounding that they take from the heavy trucks.
• of heavy trucks who reduces the number of heavy trucks who frankly<00:09:41.800><c> uh</c><00:09:42.800
• And one they take from the heavy trucks.
• So for those much with heavy trucks.

Summary: The committee met in executive session on HB 25, the capital improvements appropriations bill. Representative Jack moved ought to pass and also offered Amendment 1455H. Discussion focused largely on several capital items and, in particular, a disputed freight rail public-private partnership. Representative Kazinski opposed the rail subsidy, arguing it favored connected private interests and reflected excessive spending, while Representatives Clutier and others defended the rail funding as a public-private partnership that supports rail maintenance, reduces truck traffic, protects roads and bridges, improves safety, and benefits the environment. Representative Jack explained that the amendment was intended to appropriate enough money to cover bids rather than a fixed purchase price. The committee then voted on Amendment 1455H, which passed 17-1. After that, the committee voted on HB 25A, the bill as amended, and it also passed 17-1. Representative Kazinski indicated he would vote no and was asked whether he wanted to write a minority report; he agreed to do so. The chair noted the bill could not go on the consent calendar and would need further discussion. After completing the bill, the chair announced the committee had one Senate bill expected later, with a due date of May 29, and said the committee would take next Tuesday off and schedule the Senate bill when convenient. Members also discussed an upcoming community college system lunch at the Lakes Region campus, thanked staff for their work on the bill, and noted the committee had brought HB 25 in about $10.5 million under the governor’s request.

Transcript Highlights:

• trucks.
• It very specifically focuses on providing supplemental support for class eight heavy-duty trucks.
• What's the rationale for not doing medium- and heavy-duty trucks and that? Why this?
• Instead, California should cut pollution from the dirtiest vehicles on our roads, heavy-duty diesel trucks
• Since clean heavy-duty truck adoption is lagging well behind what is needed to intensify air quality

Summary: The meeting began with a budget subcommittee hearing on a proposed sustainable aviation fuel (SAF) tax credit trailer bill. Assembly Members Ávila Farías and another member spoke in support, emphasizing union jobs, refinery investments, and the need to decarbonize aviation. The Department of Finance said the Governor’s proposal would provide a $1 to $2 per gallon credit against the diesel excise tax for SAF sold in California from 2026 to 2036. The Legislative Analyst’s Office recommended rejecting the proposal, arguing it is a relatively expensive way to reduce emissions, has uncertain environmental benefits, could significantly reduce transportation revenues, and conflicts with the spirit of voter restrictions on transportation taxes. Committee members questioned whether the credit would mainly benefit out-of-state producers, whether firms would have diesel tax liability to use the credit, and whether the proposal would shift production away from renewable diesel and raise fuel prices. Administration and CARB staff said the credit is intended to support aviation decarbonization, preserve jobs, and help keep California on track toward its 2045 climate goals. LAO and UC Berkeley testimony countered that the policy could mostly subsidize existing technologies, that feedstock supply is limited, and that the net emissions benefit may be small relative to the cost. Members also asked about the effect on local streets and roads, SHOP, and trade corridor funding; Finance estimated a $165 million annual revenue impact would reduce those programs, while LAO said the reductions would mean fewer projects over time. No vote was taken, and the chair said the issue would remain open for further discussion. The committee then moved to a zero-emission vehicle incentive trailer bill proposing a one-time $200 million appropriation to CARB for a new point-of-sale incentive program focused on first-time buyers and leases of new and used light-duty ZEVs. Supporters said the program would help offset the loss of the federal EV tax credit, maintain momentum in California’s ZEV transition, and use a one-to-one match with participating automakers to double the state’s investment. LAO recommended rejection, saying the proposal does not meet the high budget bar this year, lacks enough program detail to evaluate, is unlikely to move sales significantly given the size of the appropriation, and could duplicate existing state and utility programs. Members asked about current incentives across light-, medium-, and heavy-duty sectors, the recent decline in ZEV sales, and whether the program would help lower-income buyers rather than subsidize purchases that would have happened anyway. CARB said the proposal is meant to fill a gap in the light-duty market, where sales fell sharply after the federal credit expired, and noted existing programs for other vehicle classes. The Department of Finance also addressed a separate question about the Motor Vehicle Account, saying a previously planned GGRF transfer was no longer needed because updated forecasts showed the fund had sufficient balances, though LAO said the account still has a structural long-term imbalance. The discussion ended before any vote or action on the ZEV proposal.

Transcript Highlights:

• We have, you know, potential ZEVs and hydrogen trucks coming in the heavy-duty fuel pool.
• We have, you know, potential ZEVs and hydrogen trucks coming in the heavy-duty fuel pool.
• We have, you know, potential ZEVs and hydrogen trucks coming in the heavy-duty fuel pool.
• We support a $100 million allocation from GGRF targeting heavy-duty low-NOx trucks.
• We support a $100 million allocation from GGRF targeting heavy-duty low-NOx trucks.

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:

• Unlike the passenger vehicle market, medium- and heavy-duty trucks lack publicly available pricing information
• Unfortunately, that's not the case in the medium- and heavy-duty zero-emission truck market.
• SB 1213 would require OEMs of medium- and heavy-duty trucks to disclose baseline pricing in order to
• SB 1213 would require OEMs of medium- and heavy-duty trucks to disclose baseline pricing in order to
• As was mentioned, the medium- and heavy-duty emission truck market remains nascent and low volume.

Summary: The committee heard a series of Senate bills on environmental, climate, recycling, wildfire, outdoor access, and clean transportation policy. SB 958 would clarify CEQA treatment of impacts tied solely to increased building height, and SB 1230 would increase penalties and create CalRecycle support tools for repeat commercial illegal dumping. SB 1341 would revise how processing fees are calculated for bag-in-a-box wine under California’s recycling program. All three measures received due-pass recommendations to Appropriations, with roll calls showing majority support and the bills left open for absent members. Members then took up SB 1300, which would create a more permanent legislative role in California’s international climate cooperation and establish a climate secretariat at UC; SB 1370, which would codify and streamline wildfire fuel-reduction permitting with added safeguards, geographic and size limits, and pesticide-related amendments; and SB 1260/1268, which would codify the Outdoors for All initiative and the Deputy Secretary for Access position at the Natural Resources Agency. Each drew support from environmental, utility, business, and local-government witnesses, while SB 1370 also drew opposition from environmental and advocacy groups concerned about reduced CEQA review and herbicide use. The committee discussed amendments at length, especially on SB 1370, and all three measures advanced with due-pass recommendations. The committee also heard SB 1213, the Clean Truck Transparency Act, requiring baseline pricing disclosure for medium- and heavy-duty zero-emission trucks tied to state incentives and directing agencies to explore alternative financing. Support came from clean-air, business, and environmental groups, and the trucking/manufacturing opposition moved to neutral after amendments; the bill advanced on a due-pass vote. Finally, SB 1075, the Clean Air Promise, sought to strengthen AB 617 implementation and clarify community emission reduction planning, but it generated substantial opposition from air districts, business groups, and others over enforceability, funding, and the distinction between formal SERPs and community L-SERPs. The author described additional pending amendments to narrow L-SERP provisions, and the bill also received a due-pass recommendation to Appropriations.

Transcript Highlights:

• For truck charging, it's 350 kilowatts plus, and the future is a megawatt.
• And before that, she was with PACCAR working on heavy-duty trucks, working as an engineer on the fuels
• And that was for a West Coast truck charging... Funds.
• And that was for a West Coast truck charging and fuel corridor project, where we would put truck charging
• Five and two truck charging sites. And the total award was $102 million.

Bills: HB2111 , HB2495

Committee: Senate Transportation

Keywords: Interstate 5 bridge, toll facility, bond retirement, transportation, state funding, vehicles, streetcar operation, public safety, urban regulation

Transcript Highlights:

• The portion of PCH that experiences the highest rates of severe collisions in the truck is the truck
• Unlike the passenger vehicle market, medium- and heavy-duty trucks lack publicly available pricing information
• But in the medium- and heavy-duty sector, it's more of a black box.
• SB 1213 would require OEMs of medium- and heavy-duty trucks to disclose baseline pricing in order to
• Our heavy-duty vehicle incentive programs are crucial to Our heavy-duty vehicle incentive programs are

Summary: The Assembly Transportation Committee met first as a subcommittee due to the lack of a quorum, then later obtained a quorum and took up several bills. The committee heard SB 1064, which would reduce the frequency of Clean Truck Check testing for low-use heavy-duty vehicles; supporters said it would ease burdens on rural agricultural businesses, while clean air advocates opposed it as weakening an important emissions program. The bill was approved and sent to the Assembly Appropriations Committee. The committee also heard SB 1174, which would give Caltrans bid preferences to construction firms with employee stock ownership plans; supporters argued it would build worker wealth and improve project quality, while contractor groups opposed it as likely to raise costs and reduce competition. That bill was approved and sent to the Assembly Judiciary Committee. The consent calendar items SB 607, SB 962, and SB 990 were also approved. The committee then heard SB 1279, which would allow Long Beach to place additional speed safety cameras on Pacific Coast Highway. Long Beach officials and several safety and advocacy groups supported the bill, citing high fatality rates and repeated pedestrian crashes on that corridor, while some members raised concerns about fines, affordability, and whether cameras would address pedestrian-related collisions. The bill passed as amended to the Assembly Privacy and Consumer Protection Committee. SB 1213, the Clean Truck Transportation Act, would require more price transparency for medium- and heavy-duty zero-emission truck incentives and direct agencies to explore alternative financing tools; supporters said it would improve affordability and competition, while one manufacturer and the trucking association raised implementation concerns. It passed to the Assembly Natural Resources Committee. The committee also heard SB 1013, which would tighten rules for automated license plate reader use by limiting retention to 30 days, requiring audits and training, and restricting access and hot list use. Privacy advocates supported the bill as overdue accountability, while law enforcement groups argued the retention limit would hinder investigations and that some technical definitions needed work. The bill passed to the Assembly Privacy and Consumer Protection Committee. SB 1315, dealing with advanced driver assistance systems, would prevent automakers from disabling a consumer’s ability to drive their own vehicle through software updates and would encourage DMV testing questions about ADAS responsibilities; after amendments, industry opposition softened and the bill passed to the Assembly Judiciary Committee. Finally, SB 1246, on autonomous vehicle emergency response, would require U.S.-based remote drivers, quicker on-scene response, and better coordination with local agencies; first responders and labor groups supported it, while AV industry groups remained opposed unless amended. The bill passed to the Assembly Communications and Conveyance Committee. The transcript ended as the committee began hearing SB 1250, a planning bill to incorporate wildlife connectivity into transportation asset management, with the sponsor and supporters explaining it would improve safety and habitat planning without mandating specific projects.

Transcript Highlights:

• Senate Bill 1064, bring to and send to ARB, bring truck testy.
• Unlike the passenger vehicle market, medium- and heavy-duty trucks lack publicly available pricing information
• SB 1213 would require OEMs of medium- and heavy-duty trucks to disclose baseline pricing in order to
• Our heavy-duty vehicle incentive programs are crucial to getting more zero-emission trucks on the road
• Our heavy-duty vehicle incentive programs are crucial to getting more zero-emission trucks on the road

Committee: House Transportation

Transcript Highlights:

• And for truck charging, it's 350 kilowatts plus, and the future is a megawatt.
• And before that, she was with PACCAR working on heavy-duty trucks, working as an engineer on the fuels
• And that was for a West Coast truck charging... Funds.
• And that was for a West Coast truck charging and fuel corridor project, where we would put truck charging
• Five and two truck charging sites. And the total award was $102 million.

Summary: The Senate Transportation Committee held a work session on electric vehicles, renewable fuels, hydrogen, and related transportation investments, followed by public hearings on several bills. Agency presenters from WSDOT, Commerce, and Ecology described the Electric Vehicle Coordinating Council’s work, Washington’s slowing EV adoption growth, charging infrastructure gaps, and programs such as NEVI, ZEVIP, and a new medium- and heavy-duty incentive program. Members asked about fast-charging standards and whether higher-capacity chargers could be supported. Commerce also outlined renewable fuels and sustainable aviation fuel efforts, including the Office of Renewable Fuels, hydrogen and SAF modeling, technical assistance, and the Cascadia Sustainable Aviation Accelerator’s partnerships and funding. WSDOT then discussed hydrogen investments in transit, aviation, backup power, and corridor planning, while Ecology explained the alternative jet fuel programmatic environmental impact statement, its scope, timeline, and how it will support future project review. In the public hearing on Substitute House Bill 2114, the committee heard testimony supporting a no-fee replacement process for defective license plates within two years of issuance, with optional fee waivers later; the sponsor and county auditors said peeling or unreadable plates are a real customer-service problem, especially in eastern Washington. The hearing on House Bill 2111 concerned allowing the I-5 Bridge Replacement Project toll facility bond retirement account to keep its interest earnings instead of sending them to the general fund; the prime sponsor said it is a straightforward fix requested by the state treasurer. Substitute House Bill 1823 would update Transportation Improvement Board statutes by replacing “non-motorized” with “active transportation” and removing obsolete references; TIB said it is a cleanup bill that aligns statutes with current grant practices and complete streets policy. The committee also heard House Bill 2495, which would let the City of Seattle direct immediate impoundment of unattended vehicles blocking streetcar operations, similar to existing authority for Sound Transit. Seattle’s streetcar manager said blocked tracks cause frequent delays and that the bill would reduce waits for police authorization and restore service faster. Public testimony and sign-in counts were noted for each bill, but no votes were taken in the transcript, and the meeting concluded after the final public hearing.

Transcript Highlights:

• will do is they will send out multiple trucks, and they will send out maybe three trucks.
• These are single trucks or they have five or ten trucks. We're not talking about your J.B.
• There was one other heavy-duty tow truck to help support two road trucks, like big semis with these gentlemen
• We do heavy tows.
• That's who's wrecking the trucks.

Committees: House Transportation , House Joint Committee on Transportation Oversight

Transcript Highlights:

• maybe three trucks.
• will do is they will send out multiple trucks, and they will send out maybe three trucks.
• tow truck in?
• There was one other heavy-duty tow truck to help support two road trucks, like big semis with these gentlemen
• We do heavy tows, we do non-consensual heavy tows, we do light vehicle tows.

Committee: House Joint Committee on Transportation Oversight

Summary: The committee first took up House Bill 2759 in executive session. The sponsor explained a committee substitute that would shift the bill’s disclosure requirement so project completion dates would be posted when work is awarded, rather than during the bidding process. Members discussed the fiscal note and whether the change could affect contractor pricing and MoDOT costs. The committee adopted the substitute and then voted the House Committee Substitute for House Bill 2759 “do pass” by a roll call of 13 ayes and one present. The committee then moved to public hearing on House Bill 1741, which would create procedures for non-consensual towing of commercial vehicles, including a towing and recovery review board, limits on storage charges while disputes are pending, restrictions on liens, access requirements, and penalties for violations. Representative Griffith said the bill is aimed at protecting independent truckers from excessive towing charges while still allowing emergency road clearance. Members raised concerns about the scope of the bill, the lack of a dispute timeline, the proposed $25,000 penalty, the ban on per-pound billing, and whether the bill could interfere with emergency towing or create litigation involving the state. Supporters, including representatives from trucking groups, described large and sometimes excessive tow bills, argued that small owner-operators can be bankrupted by these costs, and said Missouri lacks a meaningful complaint process. Opponents from towing associations said the bill, as written, could prevent non-consensual commercial tows because towers need a lien or other leverage to get paid, especially when vehicles or cargo are abandoned or out of state. They also argued that emergency recoveries are dangerous, expensive, and highly variable, and that the bill should be narrowed and clarified. The sponsor and witnesses on both sides indicated a willingness to keep working on amendments, and no final action was taken on House Bill 1741 during the hearing.

Transcript Highlights:

• Unlike the passenger vehicle market, medium- and heavy-duty vehicles, medium- and heavy-duty trucks,
• Unfortunately, that's not the case in the medium- and heavy-duty zero-emission truck market.
• SB 1213 would require OEMs of medium- and heavy-duty trucks to disclose baseline pricing in order to
• SB 1213 would require OEMs of medium- and heavy-duty trucks to disclose baseline pricing in order to
• And as was mentioned, the medium- and heavy-duty emission truck market remains nascent and low volume

Committee: House Natural Resources

Transcript Highlights:

• You know, so I'm going to simplify just a last comment I made about the renewable diesel and heavy trucks
• We have, you know, potential ZEVs and hydrogen trucks coming in the heavy-duty fuel pool.
• This medium- and heavy-duty truck program is obviously extremely important in reducing community pollution
• We support a $100 million allocation from GGRF targeting heavy-duty low-NOx trucks.
• We support a $100 million allocation from GGRF targeting heavy-duty low-NOx trucks.

Summary: The subcommittee heard extensive 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 proposal would help decarbonize aviation, support a long-term transition in the fuel sector, and encourage in-state investment and jobs. The Legislative Analyst’s Office and several outside witnesses recommended rejecting the proposal, saying it is a relatively expensive way to reduce greenhouse gases, could have uncertain or limited net climate benefits, and may shift limited feedstocks away from renewable diesel rather than create additional fuel supply. A major point of debate was whether the credit would mainly benefit California refineries and workers or instead subsidize out-of-state producers while reducing revenue for transportation programs. Supporters, including union members, refinery workers, airlines, Boeing, and airport representatives, said SAF is one of the few viable near-term options for aviation, that California should keep fuel production and jobs in-state, and that the credit would help maintain refinery operations and support the industry’s transition. Opponents, including the LAO, trucking and fuels groups, environmental organizations, and county/road advocates, warned that the proposal could raise gasoline and diesel prices, reduce diesel excise tax revenue for highways and local streets and roads, and provide limited climate benefit compared with other uses of state funds. Some members also raised concerns about feedstock availability, food-system impacts, and whether the policy should be more narrowly targeted if the goal is to support a specific refinery. No vote was taken. The chair stated at the outset that all items on the agenda were being held open for a future hearing, and public comment was taken after the first item because of the level of interest. The hearing then continued with public testimony, which was split between strong support from labor and industry and strong opposition from environmental, transportation, and local government groups.

Transcript Highlights:

• And this is especially true for these important heavy-duty trucks that My name is Tim Matthews.
• </c> and component manufacturers of heavy and component manufacturers of heavy truck<00:03:56.280><c>
• 00:05:44.440><c> trucks</c><00:05:44.800><c> that</c> These important heavy-duty trucks that are over
• Under the present law for a heavy truck dealership, the law permits an OEM to dictate the number of hours
• Under the present law for a heavy truck dealership, the law permits an OEM to dictate the number of hours

Committee: Senate Transportation

Transcript Highlights:

• , police trucks, snow plows, etc.
• AI multicam, which are cameras that provide 360 degrees around an asset, particularly a heavy-duty truck
• or a public works truck.
• Categories, so a particularly light combination truck would pay less, and a particularly heavy combination
• truck would pay more.

Transcript Highlights:

• trucking space.
• You know, so I'm going to simplify just a last comment I made about the renewable diesel and heavy trucks
• We have, you know, potential ZEVs and hydrogen trucks coming in the heavy-duty fuel pool.
• This medium- and heavy-duty truck program is obviously extremely important in reducing community pollution
• In support of the HFIP program, this medium- and heavy-duty truck program is obviously extremely important