Transcript Highlights:

• It will decrease the potential for carbon emissions coming out of our forests.
• It will decrease the potential for carbon emissions coming out of our forests.
• Diesel emissions and their health impacts are not evenly distributed around the state.
• Each region is distinct in geography, economy, emission sources, and air quality attainment status.
• You have to have engineers, air engineers, meet specifications. And these are good things, right?

Summary: The committee heard several bills, beginning with AB 1938, which would create a voluntary process for local governments to designate California surf reserves through the Ocean Protection Council. The author and supporters, including Save the Waves Coalition, the League of California Cities, and the California State Association of Counties, argued the bill would recognize surf breaks as important natural and economic assets. The bill received a due pass recommendation to Appropriations and passed on a roll call vote, with the measure left on call. The committee also approved the consent calendar, which included AB 1699, AB 1780, AB 1891, AB 1893, and AB 2566. The committee then took up AB 2051, which would convene a coastal resilience permitting working group to develop a roadmap for streamlining permits for coastal resilience projects. The author and supporters from the Bay Area Council, Port of San Francisco, and others said the bill would reduce duplicative permitting delays while preserving environmental protections. One member raised concerns about giving too much authority to the Coastal Commission, but the bill still received a due pass recommendation to Water, Parks and Wildlife and passed on a roll call vote. AB 2494, dealing with the management of demonstration state forests, drew substantial debate. The author said the bill would update outdated 1947-era management goals to emphasize biodiversity, carbon sequestration, wildfire resilience, recreation, research, and tribal co-governance, with strong support from Mendocino County, tribal representatives, and environmental groups. Opponents from the Farm Bureau, California Forestry Association, and others argued it would shift the forests away from sustainable timber production, create funding instability, and invite litigation. After extensive questioning about forest science, old growth, funding, and tribal co-management, the bill received a due pass recommendation to Appropriations and passed on a roll call vote. The committee also approved AB 2483, which would create a permanent certification pathway for formerly incarcerated firefighters who served on Cal Fire hand crews. Supporters said the bill would recognize their training and improve job prospects after release, and it passed unanimously to Public Safety. Finally, AB 1777, the California Clean Skies Act, was heard; it would affirm CARB’s authority to adopt indirect source rules to address pollution from vehicle-heavy facilities such as warehouses and ports. Environmental, health, and labor supporters backed the bill as a tool to protect public health, while trucking, business, port, and industry groups opposed it as costly and overly broad. The bill remained under discussion at the end of the transcript, with members debating whether it clarified existing authority or created new regulatory power.

Transcript Highlights:

• Senate Bill 6246, the Secretary will read: An act relating to emissions from emissions-intensive, trade-exposed
• Under the CCA, as you may recall, we set a declining cap on emissions, greenhouse gas emissions.
• Under the CCA, as you may recall, we set a declining cap on emissions, greenhouse gas emissions.
• You're getting an engineering degree. You're going to go out.
• , one of the... ...to Pullman and studying at the Voiland College of Engineering, one of the elite engineering

Summary: The Senate considered and passed several bills, many of them after moving substitutes and suspending the rules to advance them directly to final passage. Second Substitute Senate Bill 6035, dealing with access to voting services for military, overseas, Native American, and disabled voters, was described as a civic engagement measure that would require county auditors and the Secretary of State to work with federally recognized tribes and explore a secure voting portal. Supporters emphasized outreach, access, and helping overseas and disabled voters; opponents raised concerns about online voting security, paper ballot integrity, and emerging technologies. The bill passed 38-19. Substitute Senate Bill 6034, which statutorily establishes the Governor’s Office on Indian Affairs, passed unanimously 49-0 after supporters said it would formally anchor an office that has existed for decades and better reflect the state’s government-to-government relationship with tribes. Engrossed Substitute Senate Bill 6247, on school district financial management and training, also passed 49-0 after an amendment was adopted to delay implementation and clarify funding for training. Supporters said the bill would help school boards, superintendents, and ESDs identify districts sliding toward financial distress and improve fiscal oversight. The Senate also passed Senate Bill 5922, giving school districts more flexibility to transfer unused school bus depreciation funds when declining enrollment means replacement buses may not be needed, and Senate Bill 6278, requiring ongoing review of teacher and principal preparation programs so training better matches classroom needs; both passed with broad support. Engrossed Substitute Senate Bill 6246, concerning emissions-intensive, trade-exposed facilities under the Climate Commitment Act, drew the most extended debate and passed 27-22 after a striking amendment was adopted and a proposed reporting amendment was rejected. Supporters said it creates a framework for future emissions allowance reductions while protecting jobs and competitiveness; opponents warned it would drive mills and other industrial employers out of Washington. The Senate also passed Engrossed Substitute Senate Bill 5906, the SAFE Act limiting ICE access to non-public areas of schools, colleges, health care facilities, daycares, and similar sites without a warrant, after adopting amendments related to model policies and union notification; supporters framed it as a safety and due process measure, while opponents called it an attempt to obstruct federal law enforcement. Finally, Substitute Senate Bill 5905, addressing PERS membership for certain port workers in federal railroad retirement plans, passed 49-0 as a technical pension fix.

Transcript Highlights:

• In the United States, 30% of our greenhouse gas emissions are resulted from the industrial sector.
• So these three programs together dramatically reduce emissions.
• And so this bill incentivizes or to overall reduce their emissions profile.
• greatest greenhouse gas emissions, best, you know, yes, return.
• Another example is engineered wood. In parts of New Mexico, we have Wood.

Committee: Senate Senate Conservation

Summary: The committee heard House Bill 153, a proposal focused on industrial decarbonization and manufacturing. The bill would create a voluntary, market-based framework with three main parts: an Environmental Product Declaration program to help manufacturers measure and certify product carbon footprints, an industrial carbon reduction incentive and capital grant program to support lower-carbon production, and a rebate program to encourage purchase of low-carbon construction materials. Supporters said the bill would reduce emissions, strengthen supply chains, create jobs, and help New Mexico attract and grow low-carbon manufacturing. Members raised concerns about the anti-donation clause, whether the program would actually benefit New Mexico companies, the availability of in-state supply, the cost to the state, and whether a sunset should be added. Sponsors and agency representatives responded that the programs are voluntary, would be implemented through rules with performance and verification requirements, and are backed by a finite appropriation and reporting requirements. They also said the bill is intended to build both supply and demand, with examples cited such as low-carbon cement and engineered wood projects that could reduce emissions and create jobs. After discussion, the committee moved to a vote on House Bill 153. The motion to do pass was approved, with Senator Scott voting no and several members excused. House Bill 254, which had also been on the agenda, was not heard because the committee was called to the floor.

Transcript Highlights:

• Eighty-seven percent of the state's methane emissions come from decomposing organic waste.
• , and lower greenhouse gas emissions all at the same time.
• Also, E-15 fuel is not only prohibited; the reason it’s prohibited is because it ruins engines.
• They’re prohibited from being put into these types of engines, and it’s not just boat engines.
• They’re prohibited from being put into these types of engines, and it’s not just boat engines.

Committee: House Natural Resources

Summary: The committee heard several natural resources bills focused on climate, water, wildfire safety, and coastal policy. AB 70 would codify a definition of pyrolysis and allow procurement credit for projects using organic waste to produce pipeline biomethane; AB 30 would authorize E15 gasoline sales in California; AB 66 would create a CEQA exemption for emergency evacuation routes in high-fire-risk areas; AB 399 would let the Coastal Commission consider carbon sequestration and blue carbon demonstration projects; AB 491 would codify state nature-based climate targets; AB 436 would streamline siting and permitting for composting facilities; AB 43 would make permanent state authority to protect federally designated wild and scenic rivers; and AB 580 would extend Metropolitan Water District authority related to the Colorado River Aqueduct. The committee also took up AB 439, which would streamline certain Coastal Commission de minimis plan changes and reporting requirements, and AB 404 was pulled at the author’s request. Testimony was generally supportive on the organic waste, composting, wildfire egress, blue carbon, nature-based solutions, wild and scenic rivers, and water infrastructure bills, with supporters emphasizing emissions reductions, landfill diversion, climate resilience, and local government flexibility. AB 30 drew the most debate: supporters said E15 would lower fuel costs and emissions, while opponents from boating and marine groups warned about engine damage, misfueling, and the need for clearer labeling and continued E10 availability. AB 66 also drew concerns from environmental groups and some members about the breadth of the CEQA exemption and lack of guardrails, though supporters argued it was narrowly targeted to high-risk communities with safeguards. Most measures received due-pass recommendations and advanced on recorded votes, often with broad support. AB 70, AB 30, AB 66, AB 399, AB 436, AB 43, AB 439, and AB 580 all passed out of committee, with AB 491 also moving forward after some opposition from the Farm Bureau and questions about codifying targets in statute. The consent calendar items were approved as well, and the committee adopted its rules before concluding the hearing.

Transcript Highlights:

• In the United States, 30% of our greenhouse gas emissions are resulted from the industrial sector.
• So these three programs together dramatically reduce emissions.
• And so if we want to start reducing greenhouse gas emissions, that's our low hanging fruit.
• But they have The broad requirements to utilize greatest greenhouse gas emissions best Return.
• Another example is engineered wood. In parts of New Mexico, we have, we need to thin our forests.

Committee: Senate Senate Conservation

Transcript Highlights:

• When you lose that middle, you lose an engine of inclusive growth.
• When you lose that middle, you lose an engine of inclusive growth.
• Should ask, do these industries reduce emissions across the entire economy?
• are often produced with far lower life-cycle emissions than those same goods made elsewhere.
• emissions than in Texas, and 70% fewer emissions than in Utah.

Summary: The Select Committee on Economic Development and Technological Innovation held a hearing on California’s industrial policy and manufacturing competitiveness. In opening remarks, the chair and Senator Wahab emphasized manufacturing’s role in good jobs, climate leadership, and regional economic growth, while noting barriers such as regulatory uncertainty, energy costs, permitting delays, and the loss of manufacturing jobs over time. They highlighted California Jobs First, workforce development, and the need to keep innovation and manufacturing in-state rather than losing scale-up opportunities to other states. The first panel featured California Forward and the Center for Manufacturing a Green Economy, along with an industry representative. Witnesses argued that California needs a durable, regionally based economic development system with ongoing funding, stronger state coordination, and sector-specific industrial roadmaps. They focused on advanced manufacturing and clean industry, especially batteries, bioeconomy, offshore wind, and heat pumps, and said industrial policy should help bridge the “missing middle” between research and commercial production. The industry witness stressed that power reliability, time to power, and coordinated utility engagement are decisive in site selection, and that California must better align utilities, state agencies, universities, and labs to compete for major projects. Senator Niello raised concerns about California’s business climate, including regulations, labor laws, energy reliability, K–12 education outcomes, and the cost impacts of climate policy. Panelists responded that California can compete by improving coordination, packaging existing state resources, and targeting strategic industries rather than racing to the bottom on taxes or wages. The second panel, from labor organizations, supported a worker-led industrial policy with strong labor and environmental standards, public financing, procurement, and targeted support for manufacturing firms. They cited examples such as union apprenticeship pathways, revolving loan funds, and programs with labor standards, and argued that manufacturing jobs can support both climate goals and middle-class employment. The final panel began with Fremont city officials, who described Fremont as the state’s leading manufacturing city and a model of intentional local policy. They said the city has protected industrial land, streamlined support for manufacturers, and doubled its manufacturing technician workforce over the past decade. The hearing concluded with discussion of how state and local governments can better coordinate to attract and retain manufacturing investment, with members and witnesses agreeing that California has strong assets but needs more proactive, integrated economic development tools.

Transcript Highlights:

• SAF is more expensive to produce, but has similar emissions.
• Choosing expensive policies to reduce emissions means that we are choosing to reduce emissions less than
• a 175-ton-per-day increase in NOx emissions by 2037.
• Funds to support zero-emission heavy-duty vehicles.
• I believe it will help reduce emissions I believe it will help reduce emissions and keep jobs in California

Transcript Highlights:

• Emissions.
• We had testimony from county engineers, city engineers, and other stakeholders that suggested it might
• We have engineers on the committee; we have people who are experts.
• Greenhouse gas is the number one source of emissions.
• of the state's total emissions.

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
• And especially when you’re using them in a newer diesel engine that already has emission control technology
• 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:

• 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.

Transcript Highlights:

• The polluter pays for carbon emissions is gaining traction nationwide.
• It ranges from physics to engineering, to material science, to magnet technology.
• It reduces greenhouse gas emissions, in particular particulate matter from tires and engines.
• It reduces greenhouse gas emissions and particulate matter from tires and engines, and electric commuter
• The bills deal with non-localized transient emissions.

Committee: Joint Joint Committee on Environment and Natural Resources

Summary: The committee hearing focused on a broad set of climate, energy, and environmental justice proposals. Early testimony strongly supported the Climate Change Superfund or “Polluter Pays” bill (H.1014/S.58), which would assess the largest fossil fuel emitters for a one-time fee based on historic emissions to fund climate adaptation. Sponsors argued the bill is modeled on Superfund cleanup principles, would target only the largest multinational polluters, would not be passed on to consumers, and would direct a significant share of funds to environmental justice communities. Committee members asked about the number of companies covered, consumer impacts, and whether the bill would address other forms of environmental destruction; sponsors said it was limited to major fossil fuel companies with a Massachusetts footprint and did not cover other pollution sources. The committee also heard testimony on a fusion energy compact proposal (S.673) that would direct the administration to develop a framework for a New England regional compact to accelerate fusion research, workforce development, and supply-chain growth. Supporters from MIT and the Association of Independent Colleges and Universities said fusion could become a major clean-energy and economic opportunity, but acknowledged the technology is not yet commercially viable and still has unresolved technical, cost, and waste-management questions. Members pressed on environmental impacts, siting, waste, costs, and whether the bill would create a compact or only a framework; sponsors said it would only create the framework and that the administration would need to negotiate with other states. Another major topic was a pilot program for nature-based climate solutions (H.971/S.??), backed by legislators, Boston Harbor Now, and UMass Boston’s Stone Living Lab. Witnesses said the bill would help speed permits for research and demonstration projects such as living shorelines, marsh restoration, and hybrid “green-to-gray” flood protections, while maintaining safeguards and protecting Indigenous and historic resources. Committee members asked how the proposal would interact with other permitting reforms and whether it could conflict with housing or wetland-related streamlining; supporters said it was complementary and aimed at making projects faster, more affordable, and more data-driven. The hearing also covered climate-safe buildings and climate adaptation funding bills. Supporters of H.1004/S.583 said current building codes do not adequately account for future flooding, heat, and wind, and the bill would add climate expertise to the building board, allow stretch resilience codes, expand floodplain standards, and create a retrofit program. Related testimony backed H.938/S.572, which would create a dedicated climate and community resilience fund financed by a small fee on property insurance premiums; advocates said it would provide stable long-term revenue for adaptation, especially in environmental justice communities, and help replace unreliable federal funding. One witness from CLF supported the climate-safe buildings and funding bills but opposed S.560/H.939 as too broad. The committee also heard testimony on airport air-quality legislation (H.997) calling for more monitoring and mitigation of ultra-fine particulate pollution around Logan Airport and Massport communities. No votes were taken during the hearing.

Transcript Highlights:

• vehicle infrastructure and zero-emission vehicles in the state.
• And starting with light-duty vehicles, the zero-emission vehicle infrastructure, and zero-emission vehicles
• Pierce Transit has a zero-emissions project.
• , but they are choosing to use it to move toward zero emissions.
• On emissions, we don't have verified reductions yet.

Committee: House Transportation

Transcript Highlights:

• </c><00:23:46.400><c> and</c> be used in today's aircraft engines and be used in today's aircraft engines
• </c><00:23:58.679><c> for</c><00:23:58.960><c> aviation</c> cycle emission for aviation cycle emission
• </c><00:34:58.640><c> in</c> to drive down those carbon emissions in to drive down those carbon emissions
• </c> heard the greenhouse gas emissions heard the greenhouse gas emissions associated<00:43:02.160><c
• </c><00:43:06.319><c> and</c> comprise 3% of total us emissions and comprise 3% of total us emissions

Summary: The committee heard testimony on sustainable aviation fuel (SAF) and Minnesota’s efforts to build a SAF industry. Andrea Veble of the Minnesota Department of Agriculture said the Walz administration strongly supports SAF because it could benefit agriculture, forestry, clean energy, and rural economies. She highlighted the 2023 state SAF tax credit and sales tax exemption for facility construction, describing the credit as a nation-leading incentive designed to stack with federal IRA credits and attract producers and blenders to Minnesota. Jeff Davidman of Delta Airlines said aviation is difficult to decarbonize and that SAF is the airline industry’s best available tool to reach net-zero goals by 2050. He explained that SAF is a certified drop-in fuel that can be blended with conventional jet fuel and used in existing aircraft and infrastructure, and he cited growing global demand and limited supply. He said Minnesota has many potential feedstocks, including used cooking oil, corn, soybeans, and camelina, and praised the state’s SAF tax credit and the Minnesota SAF Hub as important steps toward making Minnesota a leader in the sector. Peter Fros of Greater MSP described the Minnesota SAF Hub as a public-private partnership aimed at building an industrial-scale SAF value chain in Minnesota. He said the state has key advantages, including airport demand, corporate partners, research institutions, and agricultural inputs, and estimated that three SAF biorefineries could create tens of thousands of jobs and significant emissions reductions. He also said the Hub is working on blending infrastructure, private demand commitments, a winter camelina expansion study, and efforts to secure additional refineries before 2030. Members raised questions about how sustainability is measured, and Fros said the Hub relies on the federal GREET model but wants a clearer, transparent, and standardized national method that also accounts for issues like water quality and biodiversity. Amanda Bellik of the Minnesota Corn Growers Association said corn-based ethanol is a strong fit for SAF production through the alcohol-to-jet pathway because it is abundant, affordable, and supported by existing infrastructure. She said SAF development could create a new value-added market for corn without requiring new acres, but emphasized the need for significant capital investment, stable tax policy, and efficient permitting. She also said the group has worked with a consultant on third-party sustainability assessments of corn production practices to help fill data gaps and support the carbon-intensity requirements tied to SAF incentives.

Transcript Highlights:

• It is one strategy to lower the emissions. Right now we're doing a study on affordability.
• It is one strategy to lower the emissions. Right now we're doing a study on affordability.
• It is one strategy to lower the emissions. Right now we're doing a study on affordability.
• To lower the emissions. Um right now we're doing a study on affordability.
• zero emissions in the transportation<01:20:02.080><c> sector.

Bills: HB1977 , HB1764 , HB1934 , HB2533 , HB1790 , HB2181 , HB1870 , HB2140 , HB2468 , HB2358 , HB1588 , HB1688 , HB1986 , HB2030 , HB2195 , HB1949 , HB1695 , HB1950 , HB2094 , HB2115 , HB2297 , HB2336 , HB2416 , HB2049

Committee: House Finance

Keywords: maternal health, infant health, mobile application, Medicaid, healthcare access, state programs, music education, public concerts, Hawaii State Library, cultural collaboration, music accessibility, libraries, education, reading programs, early childhood, nonprofit, community engagement, teacher retention, Hawaiian language education, special needs schools

Transcript Highlights:

• on quick-build projects for Title I schools, as in, like, Fington High School, working with the engineering
• Fington High School working with like um Fington High School working with the<01:49:36.800><c> engineering
• </c><01:49:37.280><c> students</c><01:49:37.679><c> there</c><01:49:38.320><c> and</c> the engineering
• students there and the engineering students there and working<01:49:38.960><c> with</c><01:49:39.119

Bills: HB1977 , HB1764 , HB1934 , HB2533 , HB1790 , HB2181 , HB1870 , HB2140 , HB2468 , HB2358 , HB1588 , HB1688 , HB1986 , HB2030 , HB2195 , HB1949 , HB1695 , HB1950 , HB2094 , HB2115 , HB2297 , HB2336 , HB2416 , HB2049

Committee: House Finance

Keywords: maternal health, infant health, mobile application, Medicaid, healthcare access, state programs, music education, public concerts, Hawaii State Library, cultural collaboration, music accessibility, libraries, education, reading programs, early childhood, nonprofit, community engagement, teacher retention, Hawaiian language education, special needs schools

Bills: HB2007 , HB2462 , HB2621 , HB2921 , HB3187 , HB3331 , HB3332 , HJR144 , HB3514 , HB3528 , HB3539 , HB3563 , HB3720 , HB3726 , HB3751 , HB3859 , HB3947 , HB4148 , HB4164 , HB4337 , HB4346 , HB4368 , HB4706 , HB4916 , HB4950 , HB4967 , HB5177 , HB5603

Committee: House Transportation

Keywords: commercial signs, county approval, transportation code, regulations, road signage, high occupancy vehicle lane, pregnant operators, transportation, parental rights, motor vehicle regulations, live video feed, state agency, transparency, public safety, confidentiality, personal information, local government, airport data, public records, regional transportation

Transcript Highlights:

• vehicle infrastructure and zero-emission vehicles in the state.
• And starting with light-duty vehicles, the zero-emission vehicle infrastructure, and zero-emission vehicles
• Next program is what we call ZAP, Zero Emissions Access.
• Next program is what we call ZAP, zero emissions access.
• On emissions, we don't have verified reductions yet.

Summary: The House Transportation Committee held a work session focused on Climate Commitment Act transportation spending and electrification programs. Staff first reviewed overall CCA transportation allocations, saying about $2.2 billion has been allocated over three biennia, with major categories including public transportation, active transportation, ferry electrification, zero-emission vehicle programs, rail/ports, and planning. Members asked for additional breakdowns comparing CCA dollars with total program costs across categories. The Department of Ecology presented on the zero-emission school bus grant program. Ecology said the program was codified in 2024 and supports the transition from diesel to electric school buses, including buses, charging infrastructure, and training. For 2025-27, Ecology received $38.3 million in CCA funding; $21.4 million is already obligated or spent, replacing 91 diesel buses in 28 districts, with the rest to be awarded by the end of the biennium. Members asked about cost parity, exemptions for rural and extracurricular routes, health data, and whether the funding covers chargers as well as buses. Ecology said OSPI is developing the parity formula and exemptions are available when electric buses cannot meet district needs. The Department of Commerce described its clean transportation role, including EV rebates, tribal charging and electric boat projects, and the EV Coordinating Council. Commerce said its rebate program was designed to lower monthly costs and prioritize low-income households, with 89% of recipients saying the rebate was essential to their purchase. It also reported strong demand for charging grants, progress on tribal projects, and concerns about utility interconnection timelines, vandalism, and range anxiety. The Department of Enterprise Services reported on state agency EVSE projects, saying it has completed 82 sites with 567 Level 2 ports and 46 DC fast chargers, and that current projects will add 152 more Level 2 ports; members asked about replacing aging chargers and the state’s EV fleet purchasing mix. WSDOT closed with updates on charging, transit, and port electrification. It said its corridor charging program has awarded 23 sites this biennium, with 13 in overburdened communities and five tribal sites, and that the Washington Zero Emission Incentive Program opened with $112 million for vouchers for zero-emission commercial vehicles and equipment. WSDOT also described transit grants, including bus and bus facility funding, commute trip reduction, paratransit, tribal transit, and zero-emissions access car-share projects. The rail freight and ports division reported $89.8 million for port electrification projects, including shore power and drayage trucks, but noted only about 10% has been spent so far because projects are still in design and permitting. Members raised concerns about funding gaps, supply-chain delays, utility capacity, and whether the programs are sufficient to meet broader electrification needs.

Transcript Highlights:

• So in the bottom, Fuel cell units that are the main engine for the facility.
• with power or an internal combustion engine powered by gasoline.
• Another big advantage by being a clean facility, we don't have to worry about emissions and emissions
• It's like a tap in the ocean, with no greenhouse gas emissions. It doesn't use any land.
• Army Corps of Engineers review.

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:

• and achieve net zero emissions by 2050.
• </c> state to reduce greenhouse gas emissions state to reduce greenhouse gas emissions by<00:26:25.799
• </c> now uh reduce greenhouse gas emissions now uh reduce greenhouse gas emissions 50%<00:26:38.880><
• </c><00:26:44.919><c> by</c> Achieve net zero emissions by Achieve net zero emissions by 2050<00:26:47.520
• </c> certainly if the Army Corps of Engineers certainly if the Army Corps of Engineers for<01:12:41.920

Bills: HF276 , HF413 , HF411

Committee: House Environment and Natural Resources Finance and Policy

Keywords: human services, Medical Assistance, Medicaid, long-term services and supports, LTSS, public assistance, application process, eligibility determination, customer service survey, wait times, form complexity, lead agencies, Department of Human Services, Department of Children Youth and Families, streamlining, administrative reform, case management, reassessment, intake system, adaptive eligibility form

Transcript Highlights:

• The manufacturing industry, truck traffic, and emissions affect us.
• In many cases, they don't meaningfully reduce vehicle travel or emissions.
• and providing carbon dioxide removal or negative emissions to support the state's net zero emission
• I'm a professor of nuclear engineering at UC Berkeley.
• These out. on-site emissions or pay into cap and invest programs.

Committee: House Natural Resources