California Highways: 
AB = Assembly Bill · ACR = Assembly Concurrent Resolution
SB = Senate Bill · SCR = Senate Concurrent Resolution
This information reflects a review of legislation proposed as of 2023-10-15. Note that some are non-highway, if I find them of interest. This information is based on the California State Legislature has website to obtain bill information, which includes the ability to subscribe to bills and to comment on them. Last items examined:
Note: ★ indicates new items as of this update. ✠ indicates items that are essentially dead (no activity for two update cycles or six months, whichever is longer)
See the section titled Legislative Calendar for a summary of the timelines of the legislative process.
Existing law requires certain transportation planning agencies to prepare and adopt regional transportation plans directed at achieving a coordinated and balanced regional transportation system. Existing law requires that each regional transportation plan also include a sustainable communities strategy prepared by each metropolitan planning organization in order to, among other things, achieve certain targets established by the State Air Resources Board for the reduction of greenhouse gas emissions from automobiles and light trucks in the region for 2020 and 2035, respectively.
This bill would require the state board, after January 1, 2024, and not later than September 30, 2026, to establish additional targets for 2035 and 2045, respectively, as specified.
Existing law requires a metropolitan planning organization, before starting a specified public participation process, to submit a description to the state board of the technical methodology it intends to use to estimate the emissions of greenhouse gases from its sustainable communities strategy and, if appropriate, its alternative planning strategy. Existing law encourages a metropolitan planning organization to work with the state board until the state board concludes that the technical methodology operates accurately.
This bill would instead require a metropolitan planning organization, at least 60 days before starting that public participation process, to submit that description of the technical methodology to the state board for approval. The bill would require, rather than encourage, a metropolitan planning organization to work with the state board until the state board concludes that the technical methodology operates accurately and approves its use.
Existing law requires a metropolitan planning organization to submit an adopted sustainable communities strategy or an alternative planning strategy, if applicable, to the state board for review. Existing law limits the state board’s review to acceptance or rejection of the metropolitan planning organization’s determination that the strategy submitted would, if implemented, achieve the greenhouse gas emission reduction targets established by the state board. Existing law requires the state board to complete its review within 60 days.
This bill would instead require a metropolitan planning organization, within 120 business days after adoption, to submit an adopted sustainable communities strategy or an alternative planning strategy, if applicable, to the state board for both review and approval. The bill would instead require that the state board’s review include acceptance or rejection of the metropolitan planning organization’s determination described above. The bill would require the state board to complete its review within 180, instead of 60, business days.
To the extent this bill would impose new requirements on a metropolitan planning organization, the bill would impose a state-mandated local program.
Existing law creates the Solutions for Congested Corridors Program to fund projects designed to achieve a balanced set of transportation, environmental, and community access improvements within highly congested travel corridors throughout the state, as specified. Existing law authorizes regional transportation planning agencies, county transportation commissions, certain transportation authorities, and the Department of Transportation to nominate projects for funding through the program, and requires each project nomination to include documentation regarding the quantitative and qualitative measures validating the project’s consistency with the policy objectives of the program.
This bill would additionally require each project nomination to demonstrate how the project would contribute to achieving the state’s greenhouse gas emission reduction targets.
06/14/23 Referred to Coms. on TRANS. and E.Q.
(1) Existing law establishes the Transportation Agency, which consists of various departments and state entities, including the California Transportation Commission and the Department of Transportation. Under existing law, the agency is under the supervision of an executive officer known as the Secretary of Transportation, who is required to develop and report to the Governor on legislative, budgetary, and administrative programs to accomplish comprehensive, long-range, and coordinated planning and policy formulation in the matters of public interest related to the agency.
Existing law provides for the funding of public transit, including under the Mills-Alquist-Deddeh Act, also known as the Transportation Development Act.
This bill would require the agency, on or before January 1, 2024, to establish and convene the Transit Transformation Task Force to include representatives from the department, various local agencies, academic institutions, nongovernmental organizations, and other stakeholders. The bill would require the task force to solicit and develop a structured, coordinated process for engagement of all parties to develop policy recommendations to grow transit ridership and improve the transit experience for all users of those services. The bill would require the agency, in consultation with the task force, to prepare and submit a report of findings and policy recommendations based on the task force’s efforts to the appropriate policy and fiscal committees of the Legislature on or before October 31, 2025. The bill would require the report to include a detailed analysis of specified issues and recommendations on specified topics, including, among others, reforming the Transportation Development Act. The bill would repeal these provisions on January 1, 2028.
(2) Existing law establishes the Transit and Intercity Rail Capital Program to fund transformative capital improvements that will modernize California’s intercity, commuter, and urban rail systems and bus and ferry transit systems to achieve certain policy objectives. Existing law requires the Transportation Agency to evaluate applications for funding under the program and to approve a multiyear program of projects, as specified, and requires the California Transportation Commission to allocate funding to applicants pursuant to the program of projects approved by the agency.
This bill would require that moneys appropriated in the annual Budget Act from the General Fund to the Transportation Agency for purposes of the Transit and Intercity Rail Capital Program be distributed pursuant to a population-based formula to regional transportation planning agencies instead of through a program of projects, as specified. The bill would authorize a regional transportation planning agency, subject to compliance with the requirements described below, to use those moneys to fund transit operating expenses within its jurisdiction or for the transformative capital improvements authorized under the Transit and Intercity Rail Capital Program.
The bill would establish the Zero-Emission Transit Capital Program under the administration of the Transportation Agency and would require funds appropriated under the program to be allocated to regional transportation planning agencies pursuant to a population-based formula and another formula based on transit operator revenues within the jurisdiction of those regional transportation planning agencies, as specified. The bill would authorize a regional transportation planning agency, subject to the requirements described below, to fund zero-emission transit equipment and transit operating expenditures, as specified.
The bill would require the Transportation Agency to develop and administer an accountability program to govern the distribution of funds made available to the Transportation Agency for the Zero-Emission Transit Capital Program and the General Fund component of the Transit and Intercity Rail Capital Program described above. The bill would require the Transportation Agency to adopt guidelines governing the distribution of these funding sources in consultation with specified local agencies. Under the accountability program, the bill would require a regional transportation planning agency to comply with certain requirements, including submitting a regional short-term financial plan to the Transportation Agency for approval, in order to receive moneys from these funding sources during specified fiscal years, as provided. The bill also would require the Transportation Agency to support the transit goals of the accountability program by, among other things, working with the Department of Transportation and each region to identify service improvements that could further grow ridership at the regional and interregional levels.
The bill would, as part of the accountability program, require a regional transportation planning agency to submit a long-term financial plan to the Transportation Agency by June 26, 2026, as prescribed. The bill would make a regional transportation planning agency ineligible to receive a grant under the above-described existing Transit and Intercity Rail Capital Program in the 2026–27 fiscal year, or any subsequent fiscal years, unless the Transportation Agency approves the long-term financial plan.
The bill would make all these provisions subject to an appropriation of funds for these purposes in the Budget Act of 2023, 2024, 2025, or 2026.
(3) Existing law requires the California Transportation Commission to advise and assist the Secretary of Transportation and the Legislature in formulating and evaluating state policies and plans for transportation programs in the state. Existing law requires the commission to organize itself into committees and requires commission members to receive a compensation of $100 per day, but not to exceed $800 for any commission business authorized by the commission during any month, when a majority of the commission approves the compensation by a recorded vote, plus the necessary expenses incurred by the member in the performance of the member’s duties. Existing law also establishes advisory committees to the commission, including the Road Usage Charge Technical Advisory Committee and the Technical Advisory Committee on Aeronautics.
This bill would require those members of advisory committees to the commission who are not members of the commission to receive a per diem of $100 for each day actually spent in the discharge of authorized advisory committee duties. The bill would also require those advisory committee members to be reimbursed for traveling and other expenses necessarily incurred in the performance of advisory committee duties.
(4) Existing law provides for the allocation of various revenues under the Transportation Development Act, to transit operators that meet specified requirements, including, as applicable, requirements related to operating costs, fare box ratios, and revenues, as specified. Existing law exempts those entities, for the 2019–20 to 2022–23 fiscal years, inclusive, as provided, from penalties or other provisions that would reduce the amount of revenues allocated as a result of failing to meet those requirements.
This bill would extend those entities’ exemptions through the 2025–26 fiscal year, as specified.
(5) The Vehicle License Fee Law, in addition to any other fee imposed on a vehicle by that law or by the Vehicle Code, imposes a transportation improvement fee on each vehicle and requires a portion of the revenues attributable to the fee to be transferred to the Public Transportation Account for the State Transit Assistance Program. Existing law continuously appropriates those funds to the Controller under a program commonly known as the State of Good Repair Program for allocation to transit agencies pursuant to specified formulas. Existing law restricts the expenditure of moneys under this program to (A) transit capital projects or services to maintain or repair a transit operator’s existing transit vehicle fleet or existing transit facilities; (B) the design, acquisition, and construction of new vehicles or facilities that improve existing transit services; or (C) transit services that complement local efforts for repair and improvement of local transportation infrastructure. Existing law authorizes the recipient transit agency to instead expend funds apportioned for the 2019–20 to 2022–23 fiscal years, inclusive, under the program on any operating or capital expenses to maintain transit service levels if the governing board of the recipient transit agency makes a specified declaration. Existing law requires the Controller to allocate a specified portion of this funding for the 2019–20 to 2022–23 fiscal years, inclusive, to recipient transit agencies pursuant to specified individual operator ratios, as prescribed.
This bill would extend the authorization of a recipient transit agency to additionally expend funds apportioned through the 2025–26 fiscal year under the program on any operating or capital expenses to maintain transit service levels if the governing board of the recipient transit agency makes that specified declaration. By expanding the purposes for which continuously appropriated funds may be used, the bill would make an appropriation. The bill would require the Controller to instead allocate a specified portion of that funding for the 2019–20 to 2025–26 fiscal years, inclusive, pursuant to specified individual operator ratios, as prescribed.
(6) Existing law requires the transfer of a specified portion of the sales tax on diesel fuel, in addition to various other revenues, to the Public Transportation Account, a trust fund in the State Transportation Fund. Existing law requires funds in the account to be allocated for various public transportation and transportation planning purposes, with specified revenues in the account to be allocated by the Controller to specified local transportation agencies for public transportation purposes, pursuant to the State Transit Assistance Program. Existing law continuously appropriates a specified portion of the revenues attributable to the sales tax on diesel fuel and various other revenues to the Controller for allocation to each local transportation agency by formulas based 50% on population and 50% on transit operator revenues. Existing law requires each State Transit Assistance Program-eligible operator within the jurisdiction of the allocating local transportation agency to receive a proportional share of the revenue-based program funds based on the qualifying revenues of that operator, as defined. Existing law, for the 2020–21 to the 2022–23 fiscal years, inclusive, requires the Controller to calculate and publish the allocation of transit operator revenue-based funds made pursuant to the State Transit Assistance Program based on the same individual operator ratios published by the Controller in a specified transmittal memo, and authorizes the Controller to revise that transmittal memo, as specified.
This bill would require, for the 2023–24 to 2025–26 fiscal years, inclusive, the Controller to calculate and publish the allocation of transit operator revenue-based funds made pursuant to the State Transit Assistance Program based on the same individual operator ratios published by the Controller in a specified transmittal memo, and would authorize the Controller to revise that transmittal memo, as specified.
(7) Existing law vests the Department of Transportation with full possession and control of the state highway system and associated property. Existing law provides for cooperative agreements between the department and public entities for the performance of work by the department and those entities and apportionment of associated expenses.
This bill would prohibit the department from charging any self-help counties with countywide sales tax measures dedicated to transportation improvements more than 10% for administration indirect cost recovery and would require the department to charge those self-help counties for functional overhead.
(8) Existing law authorizes the Department of Motor Vehicles to establish a pilot program to evaluate the use of optional mobile or digital alternatives to driver’s licenses and identification cards, subject to certain requirements, including, but not limited to, the voluntary participation of persons in the program and a limitation on the percentage of licensed drivers who can participate in the program. Existing law requires the department, in developing and implementing the use of digital driver’s licenses and identification cards, to ensure the protection of personal information and include specified security features that protect against unauthorized access to information.
This bill would expand the percentage of licensed drivers who can participate in the program from 0.5% to 5%.
(9) Existing law requires the Department of Transportation to improve and maintain the state highways.
This bill would appropriate $5,802,000 to the department to support statewide efforts addressing homelessness within the state highway system right-of-way. The bill would require the department, on or before January 1, 2026, to submit a report to the fiscal committees of the Legislature and the Legislative Analyst’s Office summarizing the outcomes associated with the activities undertaken by its encampment coordinators.
(10) This bill would declare that it is to take effect immediately as a bill providing for appropriations related to the Budget Bill.
08/14/23 Re-referred to Com. on B. & F.R.
Existing law establishes the Clean Transportation Program, administered by the State Energy Resources Conservation and Development Commission, to provide funding, upon appropriation by the Legislature, to certain entities to develop and deploy innovative technologies that transform California’s fuel and vehicle types to help attain the state’s climate change policies. Existing law requires the commission to give preference to those projects that maximize the goals of the program based on specified criteria and to fund specified eligible projects, including, among others, alternative and renewable fuel infrastructure, fueling stations, and equipment.
This bill would expand the list of eligible projects to include, among other things, roadway integrated fueling and parking surface integrated fueling projects.
05/18/23 In committee: Held under submission.
Existing law establishes the Department of Transportation and provides that the department has full possession and control of all state highways and all property and rights in property acquired for state highway purposes and authorizes and directs the department to lay out and construct all state highways between the termini designated by law and on the locations as determined by the commission.
This bill would require the department to prepare a plan for adding caps to freeway segments that divide disadvantaged, underrepresented, urban communities, as specified. The bill would require the department to submit the plan to the Legislature by January 1, 2030. The bill would repeal these provisions on January 1, 2031.
07/11/23 In committee: Set, first hearing. Hearing canceled at the request of author.
Existing law allows a local authority to establish parking meter zones and fix the rate of fees for those zones by ordinance. Existing law prohibits a local authority from requiring payment of parking meter fees by a mobile device, as specified.
This bill would instead authorize a local authority to require payment of parking meter fees by a mobile device.
03/14/23 In committee: Set, first hearing. Hearing canceled at the request of author.
Existing law establishes state-owned toll bridges in the San Francisco Bay area, including the Richmond-San Rafael Bridge. Under existing law, the Bay Area Toll Authority is responsible for the administration of the toll revenues from the state-owned toll bridges in the San Francisco Bay area. Existing law requires the Department of Transportation to collect tolls, operate, maintain, and provide rehabilitation of the state-owned toll bridges in the San Francisco Bay area and to be responsible for the design and construction of improvements on those bridges in accordance with programming and scheduling requirements adopted by the Bay Area Toll Authority.
This bill would require the department and the authority, if they develop a project to open the 3rd lane on the westbound level of the Richmond-San Rafael Bridge to motor vehicle traffic, to consider operating the Richmond-San Rafael Bridge in a specified manner.
[Specifically: If the authority and the department develop a project to open the third lane on the westbound level of the Richmond-San Rafael Bridge to motor vehicle traffic, the authority and the department shall consider doing all of the following as part of the project:
(a) Restoring the third westbound lane on the Richmond-San Rafael Bridge to motor vehicle traffic during the weekday morning commute.
(b) Adding a movable “zipper” barrier to the eastbound level of the Richmond-San Rafael Bridge similar to the barrier on the westbound level so that a continuously operating bicycle and pedestrian lane and the San Francisco Bay Trail can be maintained.
(c) Operating the moveable “zipper” barriers on both levels of the Richmond-San Rafael bridge in such a manner so as to allow the most efficient flow of traffic in either direction while preserving an open bicycle and pedestrian lane and the San Francisco Bay Trail.]
05/18/23 In committee: Held under submission.
Existing law establishes within state government the Transportation Agency, which consists of the Department of the California Highway Patrol, the California Transportation Commission, the Department of Motor Vehicles, the Department of Transportation, the High-Speed Rail Authority, and the Board of Pilot Commissioners for the Bays of San Francisco, San Pablo, and Suisun. The agency is under the supervision of the Secretary of Transportation, who has the power of general supervision over each department within the agency. The secretary, among other duties, is charged with developing and reporting to the Governor on legislative, budgetary, and administrative programs to accomplish coordinated planning and policy formulation in matters of public interest, including transportation projects.
This bill would require the agency, the Department of Transportation, and the California Transportation Commission, on or before July 1, 2025, to jointly develop and adopt criteria and an evaluation process for purposes of jointly evaluating each agency, Department of Transportation, or California Transportation Commission project, as defined, to, among other things, determine if the project would be located in a priority population, address an important need of a priority population, and provide a direct, meaningful, and assured benefit to a priority population, as specified. The bill would require the agency, the Department of Transportation, and the California Transportation Commission, on and after July 1, 2025, to jointly evaluate all new proposed projects by the criteria, and, on or before July 1, 2026, and annually thereafter, to jointly submit a report to the Legislature that evaluates how projects funded during the prior year impacted priority populations, as specified. The bill would require the agency, the California Transportation Commission, and the Department of Transportation, on or before July 1, 2026, and triennially thereafter, to jointly establish a percentage, of at least 60%, of moneys allocated for agency, Department of Transportation, or California Transportation Commission projects, excluding administrative costs, to be allocated for projects that are located in priority populations, address an important need of priority populations, and provide at least 5 direct, meaningful, and assured benefits, or additional cobenefits, to priority populations, and would require those entities to allocate moneys consistent with that established percentage.
[This relates to Executive Order No. 14008 (January 27, 2021) Tackling the Climate Crisis at Home and Abroad, which, in part, established the federal Justice40 Initiative and “a goal that 40 percent of the overall benefits flow to priority populations.” The Justice40 Initiative applies to both discretionary funds and certain federal formula funding programs.]
05/18/23 In committee: Held under submission.
Existing law vests the Department of Transportation with full possession and control of all state highways and all property and rights in property acquired for state highway purposes. Existing law requires the department to adopt rules and regulations that allow the placement, near exits on freeways in rural areas, of information signs identifying specific roadside businesses, including a business offering electric vehicle charging facilities.
This bill would require the department to install electric vehicle charging station signage along each state highway for each electric vehicle charging station that meets the eligibility requirements for the department’s zero-emission general service sign program.
04/14/23 In committee: Set, first hearing. Hearing canceled at the request of author.
Existing law authorizes the legislative body of a city to do any and all things necessary to lay out, acquire, and construct a section or portion of a street or highway within its jurisdiction as a freeway and to make an existing street or highway a freeway.
This bill would make nonsubstantive changes to this provision.
02/18/23 From printer. May be heard in committee March 20.
Existing law, the California Emergency Services Act, among other things, creates the Office of Emergency Services, which is responsible for the state’s emergency and disaster response services, as specified. Existing law requires the office to establish the California Cybersecurity Integration Center with the primary mission of reducing the likelihood and severity of cyber incidents that could damage California’s economy, its critical infrastructure, or public and private sector computer networks in the state.
Existing law establishes the Department of Technology within the Government Operations Agency, supervised by the Director of Technology, whose duties include advising the Governor on the strategic management and direction of the state’s information technology resources. Existing law establishes the Office of Information Security within the Department of Technology, with the purpose of ensuring the confidentiality, integrity, and availability of state systems and applications, and promoting and protecting privacy as part of the development and operations of state systems and applications to ensure the trust of the residents of the state.
This bill would establish the California Cybersecurity Awareness and Education Council within the Department of Technology. The bill would require the council to be composed of 15 members, to be appointed by February 1, 2024, as specified. The bill would require the council to research ways to increase cybersecurity awareness and education of students, families, and other adults, with the goal of helping people learn and use healthy cybersecurity practices, and ways to create a larger and more diverse cybersecurity-trained workforce, and would require the council to propose a strategy to engage Californians in the effort to improve cybersecurity practices and strengthen cyber infrastructure, as specified.
This bill would require the council to submit a report by July 1, 2024, that includes, among other things, approaches the state can take to raise awareness of and increase education regarding cybersecurity, including in K–12 schools, institutions of higher education, and workplaces, and ways to effectively utilize social media, marketing campaigns, and the news media to increase awareness of and distribute materials about cybersecurity, as specified.
This bill would make these provisions inoperative on February 1, 2025, and would repeal them as of January 1, 2026.
05/18/23 In committee: Held under submission.
Existing law establishes the Active Transportation Program in the Department of Transportation for purposes of encouraging increased use of active modes of transportation, such as biking and walking.
This bill would make nonsubstantive changes to that provision.
02/18/23 From printer. May be heard in committee March 20.
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Designates the portion of Route 11, from the Route 905 interchange (SD 0.000) to the new Otay Mesa 2 Port of Entry (SD TBD), in the County of San Diego, as the “Denise Moreno Ducheny Highway.”
02/23/23 Referred to Com. on TRANS.
This measure would recognize the need to reunite communities split by the creation of the interstate highway system and the importance of freeway lids as a partial solution to that problem. The measure would also declare that the Legislature should utilize federal resources, in partnership with state agencies and local entities, to begin reconnecting these communities with, among other things, freeway lids.
05/22/23 Ordered to third reading.
Designates the portion of I-405 from Magnolia Street in the County of Orange (~ ORA 15.22) to Bolsa Chica Road (~ ORA 20.56) in the County of Orange as the “Little Saigon Freeway”.
08/16/23 Referred to Com. on TRANS.
Designates the interchange at I-405 and Route 39 in the County of Orange at Beach Boulevard as the “Surf City USA” interchange.
08/23/23 Referred to Com. on TRANS.
Designates the portion of I-5 between the Pico-Lyons Overcrossing (~ LA R50.34) and the McBean Parkway Overcrossing (~ LA R51.514) in the City of Santa Clarita as the “Los Angeles County Sheriff’s Deputy Hagop “Jake” Kuredjian Memorial Highway.”
08/23/23 Referred to Com. on TRANS.
Designates the North Arm Newport Bay Bridge on Route 1 (Bridge № 55-0614, ORA R018.22), in the County of Orange, as the “Marian Bergeson Memorial Bridge.”
08/23/23 Referred to Com. on TRANS.
Designates the portion of Route 14 from the Avenue 0-8 bridge (LA R62.151) to the Avenue M overcrossing (LA R64.678), in the County of Los Angeles, as the “CHP Officer Andy Ornelas Memorial Highway.”
08/23/23 Referred to Com. on TRANS.
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Existing law, the Mills-Alquist-Deddeh Act, also known as the Transportation Development Act, provides for funding of local public transit systems throughout the state, as provided. The act makes legislative findings and declarations in that regard.
This bill would make nonsubstantive changes to the legislative findings and declarations of the act.
02/22/23 Referred to Com. on RLS.
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SCR 13 (Roth) Joseph Tavaglione Interchange.
Designate the interchange where Route 60 and Route 91 meet I-215 (~ 08-Riv-60 12.21, 08-Rev-91 21.744, 08-Rev-215 R43.055) in the County of Riverside as the “Joseph Tavaglione Interchange”.
01/18/23 Re-referred to Com. on TRANS.
SCR 59 (Ochoa Bogh) Senator Bob Dutton Memorial Overcrossing.
Designates the overcrossing on State Route 210 at Archibald Avenue (~ SBD 5.889) in the City of Rancho Cucamonga as the “Senator Bob Dutton Memorial Overcrossing”.
06/29/23 Referred to Com. on TRANS.
SCR 74 (Nguyen) Officer Jon Coutchie Memorial Bridge.
Designates the Aliso Creek Bridge, Bridge № 55-0003, on Route 1, in the County of Orange, at post mile 6.49, as the “Officer Jon Coutchie Memorial Bridge”.
08/24/23 Referred to Com. on TRANS.
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Existing law vests the Department of Transportation with full possession and control of all state highways. Existing law describes the authorized routes in the state highway system and establishes a process for adoption of a highway on an authorized route by the California Transportation Commission. Existing law authorizes the commission to relinquish to local agencies state highway segments that have been deleted from the state highway system by legislative enactment or have been superseded by relocation, and in certain other cases. Existing law designates State Route 83 from Route 71 to Route 10 near the City of Upland. Existing law authorizes the commission to relinquish to the City of Ontario all or a portion of State Route 83 within the city’s jurisdiction and prescribes conditions that apply upon relinquishment.
This bill would authorize the commission to additionally relinquish to the City of Chino all or a portion of State Route 83 within the city’s jurisdiction and prescribe conditions that apply upon relinquishment.
10/08/23 Chaptered by Secretary of State - Chapter 516, Statutes of 2023.
Existing law requires certain transportation planning agencies, including the Sacramento Area Council of Governments (SACOG), to prepare and adopt a regional transportation plan directed at achieving a coordinated and balanced regional transportation system. Certain of these agencies are designated under federal law as metropolitan planning organizations. Existing law requires each regional transportation plan to include, among other things, a sustainable communities strategy prepared by each metropolitan planning organization, as specified, which is designed to achieve certain targets for 2020 and 2035 established by the State Air Resources Board for the reduction of greenhouse gas emissions from automobiles and light trucks in the region. After adopting a sustainable communities strategy, existing law requires a metropolitan planning organization to submit the strategy to the state board for review to determine whether the strategy, if implemented, would achieve the greenhouse gas emission reduction targets. Existing law requires each transportation planning agency to adopt and submit to the California Transportation Commission and the Department of Transportation an updated regional transportation plan every 4 or 5 years, as specified.
This bill would require the updated regional transportation plan, sustainable communities strategy, and environmental impact report adopted by the SACOG on November 18, 2019, to remain in effect for all purposes until the SACOG adopts its next update to its regional transportation plan, which the bill would require it to adopt and submit on or before December 31, 2025, as specified. The bill would require the SACOG, on or before July 1, 2026, and biennially thereafter, to report on the regional implementation of its most recently adopted sustainable communities strategy in a publicly available format on its internet website, as provided, thereby imposing a state-mandated local program.
Existing law creates the Solutions for Congested Corridors Program to fund projects designed to achieve a balanced set of transportation, environmental, and community access improvements within highly congested travel corridors throughout the state, as specified. Existing law authorizes regional transportation planning agencies, county transportation commissions, certain transportation authorities, and the Department of Transportation to nominate projects for funding through the program, as specified.
This bill would, until December 31, 2025, authorize a project located in the region within the jurisdiction of the SACOG to be nominated for funding through the Solutions for Congested Corridors Program only if the project would also satisfy the eligibility requirements of one or more specified programs.
This bill would make legislative findings and declarations as to the necessity of a special statute for the SACOG.
10/10/23 Chaptered by Secretary of State - Chapter 648, Statutes of 2023.
This bill would provide that SANDAG is no longer required to use the design-bid-build delivery method for construction of a project if specified conditions for utilizing an alternative delivery method are not met. This bill would authorize SANDAG to use the Construction Manager/General Contractor method (CMGC), as defined, as an additional alternative project delivery method. The bill would impose specified requirements on SANDAG and a construction manager, as defined, if they enter into a CMGC contract for alternative project delivery.
This bill would declare that it is to take effect immediately as an urgency statute.
09/08/23 Chaptered by Secretary of State - Chapter 163, Statutes of 2023.
Existing law creates the Emergency Medical Services Authority to coordinate various state activities concerning emergency medical services. Existing law requires the authority to report specified information, including reporting ambulance patient offload time twice per year to the Commission on Emergency Medical Services.
This bill would require the authority to annually report the allowable maximum rates for ground ambulance transportation services in each county, including trending the rates by county, as specified.
Existing law, the Knox-Keene Health Care Service Plan Act of 1975, provides for the licensure and regulation of health care service plans by the Department of Managed Health Care and makes a willful violation of the act a crime. Existing law also provides for the regulation of health insurers by the Department of Insurance. Existing law requires that health care service plan contracts and health insurance policies provide coverage for certain services and treatments, including medical transportation services, and requires a policy or contract to provide for the direct reimbursement of a covered medical transportation services provider if the provider has not received payment from another source.
This bill would delete that direct reimbursement requirement and would require a health care service plan contract or a health insurance policy issued, amended, or renewed on or after January 1, 2024, to require an enrollee or insured who receives covered services from a noncontracting ground ambulance provider to pay no more than the same cost-sharing amount that the enrollee or insured would pay for the same covered services received from a contracting ground ambulance provider. The bill would prohibit a noncontracting ground ambulance provider from sending to collections a higher amount, would limit the amount an enrollee or insured owes a noncontracting ground ambulance provider to no more than the in-network cost-sharing amount, and would prohibit a ground ambulance provider from billing an uninsured or self-pay patient more than the established payment by Medi-Cal or Medicare fee-for-service amount, whichever is greater. The bill would require a plan or insurer to directly reimburse a noncontracting ground ambulance provider for ground ambulance services the difference between the in-network cost-sharing amount and an amount described, as specified, unless it reaches another agreement with the noncontracting ground ambulance provider. Because a willful violation of the bill’s requirements relative to a health care service plan would be a crime, the bill would impose a state-mandated local program.
The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement.
This bill would provide that no reimbursement is required by this act for a specified reason.
10/08/23 Chaptered by Secretary of State - Chapter 454, Statutes of 2023.
Existing law vests the Department of Transportation with full possession and control of all state highways. Existing law describes the authorized routes in the state highway system, including that for Route 210. Existing law requires the department to keep and repair all objects or markers adjacent to a state highway that have been erected to mark registered historical places.
This bill would require the department, through the erection of highway signs and appropriate markers, to provide recognition of the historical and cultural importance of the California tribes local to, or historically located in, the Counties of Los Angeles and San Bernardino. The bill would require the department to work with certain entities, including, but not limited to, California tribes local to, or historically located along, Route 210, to name Route 210 and to identify appropriate locations for signs to recognize tribal lands along Route 210 in the Counties of Los Angeles and San Bernardino. The bill would require the department to erect those signs and other appropriate markers at the appropriate locations on Route 210, as part of the department’s regularly scheduled replacement, modification, and maintenance of highway signs. The bill would specify that Route 210 shall be known and designated as the Southern California Native American Freeway or by the name developed by the department with the specified entities.
10/08/23 Chaptered by Secretary of State - Chapter 543, Statutes of 2023.
Designate the Ayala Drive overcrossing at PM SBD 17.437 on State Route 210 in the County of San Bernardino as the “Scott “Buckshot” Schwingel Memorial Overcrossing”.
07/20/23 Chaptered by Secretary of State - Res. Chapter 126, Statutes of 2023.
(1) Existing law establishes the Transportation Agency, which consists of various departments and state entities, including the California Transportation Commission and the Department of Transportation. Under existing law, the agency is under the supervision of an executive officer known as the Secretary of Transportation, who is required to develop and report to the Governor on legislative, budgetary, and administrative programs to accomplish comprehensive, long-range, and coordinated planning and policy formulation in the matters of public interest related to the agency.
Existing law provides for the funding of public transit, including under the Mills-Alquist-Deddeh Act, also known as the Transportation Development Act.
This bill would require the agency, on or before January 1, 2024, to establish and convene the Transit Transformation Task Force to include representatives from the department, various local agencies, academic institutions, nongovernmental organizations, and other stakeholders. The bill would require the task force to solicit and develop a structured, coordinated process for engagement of all parties to develop policy recommendations to grow transit ridership and improve the transit experience for all users of those services. The bill would require the agency, in consultation with the task force, to prepare and submit a report of findings and policy recommendations based on the task force’s efforts to the appropriate policy and fiscal committees of the Legislature on or before October 31, 2025. The bill would require the report to include a detailed analysis of specified issues and recommendations on specified topics, including, among others, reforming the Transportation Development Act. The bill would repeal these provisions on January 1, 2028.
(2) Existing law establishes the Transit and Intercity Rail Capital Program to fund transformative capital improvements that will modernize California’s intercity, commuter, and urban rail systems and bus and ferry transit systems to achieve certain policy objectives. Existing law requires the Transportation Agency to evaluate applications for funding under the program and to approve a multiyear program of projects, as specified, and requires the California Transportation Commission to allocate funding to applicants pursuant to the program of projects approved by the agency.
This bill would require that moneys appropriated in the annual Budget Act from the General Fund to the Transportation Agency for purposes of the Transit and Intercity Rail Capital Program be distributed pursuant to a population-based formula to regional transportation planning agencies instead of through a program of projects, as specified. The bill would authorize a regional transportation planning agency, subject to compliance with the requirements described below, to use those moneys to fund transit operating expenses within its jurisdiction and for the transformative capital improvements authorized under the Transit and Intercity Rail Capital Program, as specified.
The bill would establish the Zero-Emission Transit Capital Program under the administration of the Transportation Agency and would require funds appropriated under the program to be allocated to regional transportation planning agencies pursuant to a population-based formula and another formula based on transit operator revenues within the jurisdiction of those regional transportation planning agencies, as specified. The bill would authorize a regional transportation planning agency, subject to the requirements described below, to fund zero-emission transit equipment and transit operating expenditures, as specified.
The bill would require the Transportation Agency to develop and administer an accountability program to govern the distribution of funds made available to the Transportation Agency for the Zero-Emission Transit Capital Program and the General Fund component of the Transit and Intercity Rail Capital Program described above. The bill would require the Transportation Agency to adopt guidelines governing the distribution of these funding sources in consultation with specified local agencies. Under the accountability program, the bill would require a regional transportation planning agency to comply with certain requirements, including submitting a regional short-term financial plan to the Transportation Agency for approval, in order to receive moneys from these funding sources during specified fiscal years, as provided. The bill also would require the Transportation Agency to support the transit goals of the accountability program by, among other things, working with the Department of Transportation and each region to identify service improvements that could further grow ridership at the regional and interregional levels.
The bill would, as part of the accountability program, require a regional transportation planning agency to submit a long-term financial plan to the Transportation Agency by June 26, 2026, as prescribed. The bill would make a regional transportation planning agency ineligible to receive a grant under the above-described existing Transit and Intercity Rail Capital Program in the 2026–27 fiscal year, or any subsequent fiscal years, unless the Transportation Agency approves the long-term financial plan.
The bill would make all these provisions subject to an appropriation of funds for these purposes in the Budget Act of 2023, 2024, 2025, or 2026.
(3) Existing law requires the California Transportation Commission to advise and assist the Secretary of Transportation and the Legislature in formulating and evaluating state policies and plans for transportation programs in the state. Existing law requires the commission to organize itself into committees and requires commission members to receive a compensation of $100 per day, but not to exceed $800 for any commission business authorized by the commission during any month, when a majority of the commission approves the compensation by a recorded vote, plus the necessary expenses incurred by the member in the performance of the member’s duties. Existing law also establishes advisory committees to the commission, including the Road Usage Charge Technical Advisory Committee and the Technical Advisory Committee on Aeronautics.
This bill would require those members of advisory committees to the commission who are not members of the commission to receive a per diem of $100 for each day actually spent in the discharge of authorized advisory committee duties. The bill would also require those advisory committee members to be reimbursed for traveling and other expenses necessarily incurred in the performance of advisory committee duties.
(4) Existing law provides for the allocation of various revenues under the Transportation Development Act, to transit operators that meet specified requirements, including, as applicable, requirements related to operating costs, fare box ratios, and revenues, as specified. Existing law exempts those entities, for the 2019–20 to 2022–23 fiscal years, inclusive, as provided, from penalties or other provisions that would reduce the amount of revenues allocated as a result of failing to meet those requirements.
This bill would extend those entities’ exemptions through the 2025–26 fiscal year, as specified.
(5) The Vehicle License Fee Law, in addition to any other fee imposed on a vehicle by that law or by the Vehicle Code, imposes a transportation improvement fee on each vehicle and requires a portion of the revenues attributable to the fee to be transferred to the Public Transportation Account for the State Transit Assistance Program. Existing law continuously appropriates those funds to the Controller under a program commonly known as the State of Good Repair Program for allocation to transit agencies pursuant to specified formulas. Existing law restricts the expenditure of moneys under this program to (A) transit capital projects or services to maintain or repair a transit operator’s existing transit vehicle fleet or existing transit facilities; (B) the design, acquisition, and construction of new vehicles or facilities that improve existing transit services; or (C) transit services that complement local efforts for repair and improvement of local transportation infrastructure. Existing law authorizes the recipient transit agency to instead expend funds apportioned for the 2019–20 to 2022–23 fiscal years, inclusive, under the program on any operating or capital expenses to maintain transit service levels if the governing board of the recipient transit agency makes a specified declaration. Existing law requires the Controller to allocate a specified portion of this funding for the 2019–20 to 2022–23 fiscal years, inclusive, to recipient transit agencies pursuant to specified individual operator ratios, as prescribed.
This bill would extend the authorization of a recipient transit agency to additionally expend funds apportioned through the 2025–26 fiscal year under the program on any operating or capital expenses to maintain transit service levels if the governing board of the recipient transit agency makes that specified declaration. By expanding the purposes for which continuously appropriated funds may be used, the bill would make an appropriation. The bill would require the Controller to instead allocate a specified portion of that funding for the 2019–20 to 2025–26 fiscal years, inclusive, pursuant to specified individual operator ratios, as prescribed.
(6) Existing law requires the transfer of a specified portion of the sales tax on diesel fuel, in addition to various other revenues, to the Public Transportation Account, a trust fund in the State Transportation Fund. Existing law requires funds in the account to be allocated for various public transportation and transportation planning purposes, with specified revenues in the account to be allocated by the Controller to specified local transportation agencies for public transportation purposes, pursuant to the State Transit Assistance Program. Existing law continuously appropriates a specified portion of the revenues attributable to the sales tax on diesel fuel and various other revenues to the Controller for allocation to each local transportation agency by formulas based 50% on population and 50% on transit operator revenues. Existing law requires each State Transit Assistance Program-eligible operator within the jurisdiction of the allocating local transportation agency to receive a proportional share of the revenue-based program funds based on the qualifying revenues of that operator, as defined. Existing law, for the 2020–21 to the 2022–23 fiscal years, inclusive, requires the Controller to calculate and publish the allocation of transit operator revenue-based funds made pursuant to the State Transit Assistance Program based on the same individual operator ratios published by the Controller in a specified transmittal memo, and authorizes the Controller to revise that transmittal memo, as specified.
This bill would require, for the 2023–24 to 2025–26 fiscal years, inclusive, the Controller to calculate and publish the allocation of transit operator revenue-based funds made pursuant to the State Transit Assistance Program based on the same individual operator ratios published by the Controller in a specified transmittal memo, and would authorize the Controller to revise that transmittal memo, as specified.
(7) Existing law vests the Department of Transportation with full possession and control of the state highway system and associated property. Existing law provides for cooperative agreements between the department and public entities for the performance of work by the department and those entities and apportionment of associated expenses.
This bill would prohibit the department from charging any self-help counties with countywide sales tax measures dedicated to transportation improvements more than 10% for administration indirect cost recovery and would require the department to charge those self-help counties for functional overhead.
(8) Existing law authorizes the Department of Motor Vehicles to establish a pilot program to evaluate the use of optional mobile or digital alternatives to driver’s licenses and identification cards, subject to certain requirements, including, but not limited to, the voluntary participation of persons in the program and a limitation on the percentage of licensed drivers who can participate in the program. Existing law requires the department, in developing and implementing the use of digital driver’s licenses and identification cards, to ensure the protection of personal information and include specified security features that protect against unauthorized access to information.
This bill would expand the percentage of licensed drivers who can participate in the program from 0.5% to 5%.
(9) Existing law requires the Department of Transportation to improve and maintain the state highways.
This bill would appropriate $5,802,000 to the department to support statewide efforts addressing homelessness within the state highway system right-of-way. The bill would require the department, on or before January 1, 2026, to submit a report to the fiscal committees of the Legislature and the Legislative Analyst’s Office summarizing the outcomes associated with the activities undertaken by its encampment coordinators.
(10) This bill would declare that it is to take effect immediately as a bill providing for appropriations related to the Budget Bill.
07/10/23 Chaptered by Secretary of State. Chapter 54, Statutes of 2023.
This bill would enact the Right to Repair Act. The bill would require, except as specified and regardless of whether any express warranty is made, the manufacturer of an above-described electronic or appliance product, in the above-described circumstances, and in those same circumstances but sold to others outside of direct retail sales, to make available, on fair and reasonable terms, to product owners, service and repair facilities, and service dealers, the means, as described, to effect the diagnosis, maintenance, or repair of the product, as provided. The bill would also require a service and repair facility or service dealer that is not an authorized repair provider, as defined, of a manufacturer to provide a written notice of that fact to any customer seeking repair of an electronic or appliance product before the repair facility or service dealer repairs the product, and to disclose if it uses replacement parts that are used or from a supplier that is not the manufacturer. The bill would also authorize a city, a county, a city and county, or the state to bring an action in superior court to impose civil penalties on a person or entity for violating the Right to Repair Act, as provided. The bill would make these requirements and enforcement provisions operative on July 1, 2024.
10/10/23 Chaptered by Secretary of State. Chapter 704, Statutes of 2023.
Existing law establishes the Department of Transportation and provides that the Director of Transportation shall perform all duties, exercise all powers and jurisdiction, assume and discharge all responsibilities, and carry out and effect all purposes vested by law in the department, except as otherwise provided by law.
This bill would require the director to appoint a Chief Advisor on Bicycling and Active Transportation, to serve as the department’s primary advisor on all issues related to bicycle transportation, safety, and infrastructure, as specified.
10/08/23 Chaptered by Secretary of State. Chapter 617, Statutes of 2023.
Existing law vests the Department of Transportation with full possession and control of all state highways. Existing law describes the authorized routes in the state highway system and establishes a process for adoption of a highway on an authorized route by the California Transportation Commission. Existing law authorizes the commission to relinquish to local agencies state highway segments that have been deleted from the state highway system by legislative enactment or have been superseded by relocation, and in certain other cases. Existing law designates State Route 203 is from the County of Mono line near Minaret Summit to State Route 395.
This bill would authorize the commission to relinquish to the Town of Mammoth Lakes all or a portion of State Route 203 within the town’s jurisdiction, as provided, and would prescribe conditions that apply upon relinquishment.
10/08/23 Chaptered by Secretary of State. Chapter 619, Statutes of 2023.
Existing law establishes the Department of Transportation and vests the department with full possession and control of all state highways and all property and rights in property acquired for state highway purposes. Existing law requires the department to improve and maintain state highways.
This bill would require the department, beginning January 1, 2026, to annually prepare and make available on its internet website information and data about projects on the state highway system from the prior fiscal year, as specified, and to present this information and data to the California Transportation Commission at a regularly scheduled commission meeting on or before April 1 of each year.
The bill would require the department to prepare and make available on its internet website, no later than January 1, 2025, data and information about projects on the state highway system covering the period from July 1, 2018, to June 30, 2023, inclusive. The bill would require the department to prepare and make available on its internet website, no later than January 1, 2025, data and information on planned, pending projects on the state highway system. The bill would require the department to present this data and information to the commission at a regularly scheduled commission meeting on or before April 1, 2025.
10/08/23 Chaptered by Secretary of State. Chapter 629, Statutes of 2023.
Existing law provides that the Department of Transportation shall have full possession and control of the state highway system and associated real property. Existing law, if the department determines that real property, or an interest in the property, acquired for highway purposes is no longer necessary for those purposes, authorizes the department to sell or exchange the property or property interest in the manner and upon terms, standards, and conditions established by the California Transportation Commission, as provided. Existing law authorizes the California Transportation Commission to relinquish a portion of State Highway Route 710.
This bill would require the department to establish and administer a Terminus Regional Planning Task Force, as provided, to meet quarterly and complete and submit a report to the Legislature on the issues of traffic and potential land use related to the State Route 710 Terminus adjacent areas, as defined. The bill would repeal these provisions on January 1, 2027.
10/08/23 Chaptered by Secretary of State. Chapter 501, Statutes of 2023.
(1) The Mills-Deddeh Transit Development Act establishes the San Diego Metropolitan Transit Development Board, also known as the San Diego Metropolitan Transit System (MTS), with specified powers and duties related to the operation of public transit services in a portion of the County of San Diego. Existing law requires MTS to coordinate the operation of all regional public transportation services in the area under its jurisdiction and to establish and adopt regulations to resolve disputes between public transit operators and local agencies.
This bill would repeal the requirement for MTS to coordinate the operation of all regional public transportation services in the area under its jurisdiction and to establish and adopt regulations for the dispute resolution process.
(2) The San Diego Regional Transportation Consolidation Act creates the consolidated agency, commonly known as the San Diego Association of Governments (SANDAG), through the consolidation of certain regional transportation planning, programming, and related functions in the County of San Diego from various agencies including MTS. Existing law provides for SANDAG to have 5 standing policy advisory committees including the transportation committee. Existing law requires SANDAG to submit a report to the Legislature on or before July 1 of each year, developed by its transportation committee, that outlines various matters related to public transit.
This bill would change the deadline for this annual report to December 31.
(3) Existing law authorizes the Sunol Smart Carpool Lane Joint Powers Authority, consisting of the Alameda County Transportation Commission and the Santa Clara Valley Transportation Authority, to conduct, administer, and operate a value pricing high-occupancy vehicle program, on the Sunol Grade segment of State Highway Route 680 in the Counties of Alameda and Santa Clara, that may authorize the entry and use of high-occupancy vehicle lanes by single-occupant vehicles for a fee.
This bill would instead authorize the Sunol Smart Carpool Lane Joint Powers Authority or the Alameda County Transportation Commission to conduct, administer, and operate the program in the County of Alameda and the Sunol Smart Carpool Lane Joint Powers Authority to conduct, administer, and operate the program in the County of Santa Clara.
(4) Existing law specifies standards and requirements for the equipment of motor vehicles, including tires. Existing law requires a vehicle transporting specified hazardous materials to display placards and markings pursuant to federal regulations, but subject to state regulations on radioactive material cargo. Existing law exempts a trap wagon or spray rig that is empty or transporting not more than 1,000 gallons of flammable liquids or combustible liquids from statutes regulating the transport of those liquids. Under existing law, it is an infraction for a person to violate, or fail to comply with, a provision of the Vehicle Code, unless otherwise specified.
This bill would generally require motor carriers, drivers, and vehicles to comply with the Federal Motor Carrier Safety Regulations, subject to department regulations. The bill would require nonpneumatic tires to comply with federal safety standards, and would authorize the department to adopt regulations relating to standards for nonpneumatic tires. The bill would conform placard and marking requirements for a vehicle transporting specified hazardous materials to federal requirements. The bill would delete the exemption from statutes regulating the transport of flammable liquids or combustible liquids for a trap wagon or spray rig that is empty or transporting not more than 1,000 gallons of those liquids. Because a violation of these provisions would be a crime, the bill would impose a state-mandated local program. The bill would also conform related definitions to those used in federal regulations.
The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement.
This bill would provide that no reimbursement is required by this act for a specified reason.
09/22/23 Chaptered by Secretary of State. Chapter 219, Statutes of 2023.
SCR 16 (Roth) Deputy Isaiah A. Cordero Memorial Highway.
Designate the portion of Route 60, from Pyrite Street (~ RIV R5.576) in the City of Jurupa Valley to Valley Way in the City of Jurupa Valley (~ RIV 7.544), in the County of Riverside as the “Deputy Isaiah A. Cordero Memorial Highway”.
08/23/23 Chaptered by Secretary of State. Res. Chapter 134, Statutes of 2023.
SCR 25 (Seyarto) Deputy Darnell Andrew Calhoun Memorial Highway.
Designates the portion of Route 15 from N. Main Street (~ RIV 20.961) to Central Avenue (~ RIV 22.323) in the City of Lake Elsinore and the County of Riverside as the “Deputy Darnell Andrew Calhoun Memorial Highway”.
09/01/23 Chaptered by Secretary of State. Res. Chapter 150, Statutes of 2023.
SCR 31 (Laird) Katcho Achadjian Memorial Highway.
Designates the portion of US 101 in the County of San Luis Obispo, from postmile SLO 13.173 to postmile SLO 17.767, as the “Katcho Achadjian Memorial Highway”.
08/23/23 Chaptered by Secretary of State. Res. Chapter 137, Statutes of 2023.
Alas, sometimes this proposals come back to life when a legislator wants to introduce a bill, but is past the bill introduction date. The bill or resolution is then amended beyond recognition and morphed into a new bill, often on a different subject. Often these are the unpassed bill from the first year of a two-year legislative session.
Existing law establishes within state government the Transportation Agency, which consists of the Department of the California Highway Patrol, the California Transportation Commission, the Department of Motor Vehicles, the Department of Transportation, the High-Speed Rail Authority, and the Board of Pilot Commissioners for the Bays of San Francisco, San Pablo, and Suisun. The agency is under the supervision of the Secretary of Transportation, who has the power of general supervision over each department within the agency. The secretary, among other duties, is charged with developing and reporting to the Governor on legislative, budgetary, and administrative programs to accomplish coordinated planning and policy formulation in matters of public interest, including transportation projects.
On and after January 1, 2025, and to the extent applicable, feasible, and cost effective, this bill would require the agency, the Department of Transportation, and the California Transportation Commission to incorporate specified goals into program funding guidelines and processes.
(2) Existing law requires the Department of Transportation to prepare the California Transportation Plan for submission to the Governor and the Legislature, to complete the 3rd update to the plan by December 31, 2025, and to update the plan every 5 years thereafter, as a long-range planning document that incorporates various elements and is consistent with specified expressions of legislative intent.
This bill would require the California Transportation plan to include a financial element, as specified, and, to the extent applicable and feasible, an analysis of how certain entities are achieving principles outlined in the Climate Action Plan for Transportation Infrastructure, the federal Infrastructure Investment and Jobs Act of 2021, and the federal Justice40 initiative, as provided.
09/11/23 Ordered to inactive file at the request of Senator Blakespear.
Existing law authorizes the Department of Transportation to designate certain lanes for the exclusive or preferential use of high-occupancy vehicles. When those exclusive or preferential use lanes are established and double parallel solid lines are in place to the right thereof, existing law prohibits any person driving a vehicle from crossing over those double lines to enter into or exit from the lanes, and entrance into or exit from those lanes is authorized only in areas designated for these purposes or where a single broken line is in place to the right of the lanes, except as specified. Existing law authorizes a regional transportation agency, in cooperation with the Department of Transportation, to apply to the California Transportation Commission to develop and operate high-occupancy toll (HOT) lanes, including administration and operation of a value pricing program and exclusive or preferential lane facilities for public transit. Existing law authorizes a value pricing and transit program involving HOT lanes to be developed and operated on State Highway Route 15 in the County of Riverside by the Riverside County Transportation Commission.
Existing law requires the Department of Transportation to report to the transportation policy committees of the Legislature, on or before January 1, 2020, on the feasibility and appropriateness of limiting the use of high-occupancy vehicle lanes to high-occupancy vehicles and eligible vehicles, as defined, only during the hours of heavy commuter traffic on both State Route 91 between Interstate 15 and Interstate 215 in the County of Riverside, and State Route 60 in the County of Riverside.
Separate from that report, this bill would require the Transportation Agency, on or before January 1, 2025, to report to the transportation policy committees of the Legislature on that same topic and on the feasibility and appropriateness of removing from high-occupancy vehicle lanes in the County of Riverside, except for certain high-occupancy toll lanes, any double parallel solid lines to restrict the entrance into or exit from those lanes, including the use of the appropriate markings and signage.
09/13/23 Ordered to inactive file at the request of Senator Roth.
Existing law establishes the California Transportation Commission in the Transportation Agency. Existing law vests the California Transportation Commission with various powers and duties relative to the programming of transportation capital projects and allocation of funds to those projects pursuant to the state transportation improvement program and various other transportation funding programs. Under existing law, the commission consists of 13 members, including 9 members appointed by the Governor with the advice and consent of the Senate, one member appointed by the Speaker of the Assembly, and one member appointed by the Senate Committee on Rules, as specified. Existing law requires the Governor, in appointing those members to the commission, to make every effort to ensure, among other things, the commission has a diverse membership with expertise in transportation issues, taking into consideration factors, including, but not limited to, socioeconomic background and professional experience, which may include experience working in, or representing, disadvantaged communities.
This bill would require that at least one of those Governor-appointed members of the commission have expertise in transportation issues and professional experience that includes experience working in, or representing, disadvantaged communities.
09/13/23 Ordered to inactive file at the request of Senator Roth.
Designates the portion of I-5 between Roth Road, at postmile SJ R19.584, and French Camp Road, at postmile SJ R22.508, in the City of Stockton as the “Master Sergeant Richard Pittman Memorial Highway”.
09/05/23 Ordered to inactive file at the request of Assembly Member Villapudua.
Note that, unless otherwise indicated, committee meetings take place once the legislature is in session. In particular, note that last day for most bills to be introduced is February; after that date, if you want to introduce a new bill, you have to modify an existing one. Thus, the legislature creates loads of "non-substantive" changes bills, in the various areas of operation of government, that it can either ignore and let die, or gut and amend into something new in lieu of introducing a new bill. Further, in September, bills can be amended on the floor at the last minute, after all committee hearings.
| Jan. 1 | Statutes from 2022 take effect |
| Jan. 4 | Legislature reconvenes |
| Jan 10 | Budget must be submitted by Governor (Art. IV, Sec. 12(a)). |
| Jan 20 | Last day to submit bill requests to the Office of Legislative Counsel. |
| Jan -- | Last day for each house to pass bills introduced in that house in the odd- numbered year (J.R. 61(b)(3)) (Art. IV, Sec. 10(c)). |
| Feb. 17 | Last day for bills to be introduced |
| Mar 30 | Spring Recess begins upon adjournment. |
| Apr 10 | Legislature reconvenes from Spring Recess. |
| Apr 28 | Last day for policy committees to hear and report to fiscal committees fiscal bills introduced in their house (J.R. 61(a)(2)). |
| May 5 | Last day for policy committees to hear and report to the Floor nonfiscal bills introduced in their house (J.R. 61(a)(3)). |
| May 12 | Last day for policy committees to meet prior to June 5 (J.R. 61(a)(4)). |
| May 19 | Last day for fiscal committees to hear and report to the Floor bills introduced in their house (J.R. 61(a)(5)). |
| May 19 | Last day for fiscal committees to meet prior to June 5 (J.R. 61(a)(6)). (add to calendar) |
| May 30 - Jun 2 |
Floor session only. No committee may meet for
any purpose except for Rules Committee, bills referred pursuant to
Assembly Rule 77.2, and Conference Committees. |
| Jun 2 | Last day for each house to pass bills introduced in that house (J.R. 61(b)(11)). |
| Jun 5 | Committee meetings may resume (J.R. 61(a)(9)). |
| Jun 15 | Budget Bill must be passed by midnight (Art. IV, Sec. 12(c)(3)). |
| Jul 14 | Last day for policy committees to meet and report bills (J.R. 61(b)(14)). |
| Jul 14 | Summer Recess begins upon adjournment, provided Budget Bill has been passed (J.R. 51(b)(2)). |
| Aug 14 | Legislature reconvenes from Summer Recess (J.R. 51(b)(2)). |
| Sep 1 | Last day for fiscal committees to meet and report bills (J.R. 61(b)(15)). |
| Sep 5 - Sep 14 | Floor session only. No committee may meet for any purpose except Rules Committee, bills referred pursuant to Assembly Rule 77.2, and Conference Committees (J.R. 61(b)(16)). |
| Sep 8 | Last day to amend on the Floor (J.R. 61(a)(13)). |
| Sep 14 | Last day for each house to pass bills. (J.R. 61(a)(14)). Interim Recess begins upon adjournment (J.R. 51(a)(4)). |
| Oct 14 | Last day for Governor to sign or veto bills passed by the Legislature on or before Sept. 14 and in the Governor's possession on or after Sept. 14 (Art. IV, Sec. 10(b)(1)). |
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