BILL ANALYSIS Ó
AB 8
SENATE COMMITTEE ON ENVIRONMENTAL QUALITY
Senator Jerry Hill, Chair
2013-2014 Regular Session
BILL NO: AB 8
AUTHOR: Perea
AMENDED: August 12, 2013
FISCAL: Yes HEARING DATE: August 21, 2013
URGENCY: Yes CONSULTANT: Rebecca Newhouse
SUBJECT : ALTERNATIVE FUELS
SUMMARY :
Existing law :
1) Authorizes local air district boards to adopt a $2 surcharge
on vehicle registration, subject to certain requirements, to
be used to implement emission reduction programs from
vehicular sources or off-road engines, including for projects
eligible under the Carl Moyer Program, and other specified
projects until January 1, 2015 (Health and Safety Code §§41081
& 44225).
2) Under the California Alternative and Renewable Fuel, Vehicle
Technology, Clean Air, and Carbon Reduction Act of 2007 (HSC
§43865 et seq.), requires the California Energy Commission
(CEC) to implement the Alternative and Renewable Fuels and
Vehicle Technology Program (ARFVTP) to provide funding
measures to specified entities to develop and deploy
technologies and alternative and renewable fuels in the
marketplace, without adopting any one preferred fuel or
technology, to help attain the state's climate change
policies. The CEC is required to develop an investment plan
for the program in consultation with an advisory committee,
pursuant to specified requirements. An evaluation of the
efforts funded by the ARFVTP that includes research,
development, and deployment efforts funded by this program is
required every two years, beginning in 2011.
3) Creates the Air Quality Improvement Program (AQIP), to be
administered by the California Air Resources Board (ARB) in
consultation with local air districts, to fund air quality
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improvement projects (HSC §44274).
4) Creates the Enhanced Fleet Modernization Subaccount to
implement an Enhanced Fleet Modernization program (EFMP)
developed by ARB, in consultation with the Bureau of
Automotive Repair, to commence on January 1, 2010, that allows
for the voluntary retirement of high polluting passenger
vehicles and light-duty and medium-duty trucks (HSC §44125).
5) Establishes certain vehicle and vessel related surcharges and
fees, until January 1, 2016, including an $8 fee increase in
the smog abatement, a $3 fee increase in the annual vehicle
registration fee, a $5 fee increase for special identification
plates and a $10-20 fee increase for vessel registration, to
fund the AQIP and the ARFVT and EFM programs (HSC §44060.5 and
Vehicle Code §§9250.1, 9261.1, & 9853.6).
6) Requires that ARB, no later than July 1, 2008, develop
regulations to apply following a year after a 12-month period
where the hydrogen fuel dispensed in California for
transportation purposes exceeds 3,500 metric tons. The
regulations are required to ensure the following (HSC §43868
et seq.):
a) That the hydrogen produced or dispensed in state be made
from at least 33% renewable resources, as defined, on a
statewide basis;
b) That "well-to-wheels" greenhouse gas (GHG) emissions for
an average hydrogen powered car in state are at least 30%
less than an average new gasoline-powered vehicle's GHG
emissions;
c) That "well-to-tank" emissions of nitrogen oxides (NOx)
and reactive organic gases are at least 50% lower for all
hydrogen fuel dispensed in state than for the average motor
gasoline sold in state on an energy equivalent basis.
d) That "well-to-tank" emissions of relevant toxic air
contaminants from hydrogen fuel produced or dispensed in
California be reduced to the maximum extent feasible at
each site when compared to well-to-tank emissions of toxic
air contaminants of the average motor gasoline fuel on an
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energy equivalent basis.
7) Under the California Global Warming Solutions Act of 2006,
requires ARB to determine the 1990 statewide greenhouse gas
(GHG) emissions level and approve a statewide GHG emissions
limit that is equivalent to that level, to be achieved by
2020, and sets various requirements to meet this requirement
(HSC §38500 et seq.).
8) Requires ARB to adopt regulations to achieve the maximum
feasible and cost-effective reduction of GHG emissions from
motor vehicles (HSC §43018.5).
9) Establishes the Carl Moyer Program, administered by ARB, to
fund the incremental cost of cleaner-than-required vehicles,
engines, and equipment and authorizes the funding of projects
reducing NOx, particulate matter (PM) and reactive organic
gasses emissions under the Carl Moyer Program until January 1,
2015, after which date, only the reduction of NOx emission
reduction projects will be eligible for funding (HSC §44275).
10)Establishes the California Tire Recycling Fee, which imposes a
$1.75 surcharge on new tires, where $1 is deposited into the
Tire Recycling Fund for oversight, enforcement and market
development grants relating to waste tire management and
recycling by the Department of Resources Recycling and
Recovery (DRRR), and $0.75 is directed to the Air Pollution
Control Fund to be allocated by the ARB to local air districts
for programs and projects that mitigate mobile source air
pollution, until January 1, 2015, at which point the tire fee
is reduced to $0.75 and retained by DRRR (PRC §42885).
This bill :
NOTE: This bill contains very similar provisions of SB 11
(Pavley) as heard by this committee on April 3, 2013, and with
the most recent amendments, is nearly identical to SB 11 as it
passed out of the Senate.
1) Extends the authorization for local air district boards to
adopt a $2 surcharge on vehicle registration, to be used to
implement emission reduction programs from vehicular sources
or off-road engines, until January 1, 2024.
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2) Extends the sunset date of various vehicle and vessel-related
fees, including an $8 fee increase in smog abatement, a $3 fee
increase in the annual vehicle registration fee, a $5 fee
increase for special identification plates, and a $10 to $20
fee increase for vessel registration, to fund the ARFVT, AQIP
and EFM programs, until January 1, 2024.
3) Extends the sunset date of the $1.75 fee on tire sales, where
$1 is directed to DRRR, and $0.75 is directed to the Air
Pollution Control Fund to fund the Carl Moyer Program, until
January 1, 2024.
4) Defines "publicly owned hydrogen fueling station" to mean
equipment used to store and dispense hydrogen fuel to vehicles
according to industry codes and standards that is open to the
public.
5) Prohibits ARB from enforcing any element of its existing clean
fuels outlet regulation or of any regulation that requires
that any supplier, as defined, to construct, operate or
provide funding for the construction or operation of any
publicly available hydrogen fueling station until January 1,
2024.
6) Requires ARB, on or before June 30, 2014, and every year
thereafter, to aggregate and make available the number of
hydrogen-fueled vehicles that motor vehicle manufacturers
project to be sold or leased over the next three years and the
total number of DMV-registered hydrogen-fueled vehicles.
7) Requires ARB, on or before June 30, 2014, and every year
thereafter, based on the information made available, to
evaluate the need for additional publicly available
hydrogen-fueling stations for the subsequent three years and
report findings to the CEC on the need for additional public
hydrogen-fueling stations.
8) Requires CEC to allocate $20 million annually to fund the
number of stations identified, not to exceed 20 percent of the
monies appropriated by the Legislature from the ARFVTP fund,
until there are at least 100 publicly available
hydrogen-fueling stations in California.
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9) Allows CEC, in consultation with ARB, upon determination that
the full amount is not needed to fund the number of hydrogen
stations, to allocate any remaining monies to other ARFVTP
projects.
10)Requires CEC, in consultation with ARB, to award funds based
on best available data, in accordance with a strategy that
supports the deployment of an effective and efficient hydrogen
fueling station network that maximizes benefit to the public
and minimizes cost to the state.
11)Authorizes CEC to cease funding for the hydrogen fueling
stations upon consultation with ARB in determining that the
private sector is establishing publicly available hydrogen
fueling stations without the need for government support.
12)Requires, on or before December 31, 2015, and annually
thereafter, ARB and CEC to jointly review and report on
progress toward establishing a hydrogen fueling network, as
specified.
13)Authorizes CEC to design grants, loan programs, and other
forms of financial assistance, and authorizes CEC to enter
into an agreement with the State Treasurer's Office to provide
financial assistance to further the development of the
hydrogen fueling network.
14)Establishes that funds appropriated to CEC for the purposes of
hydrogen fueling stations be available for encumbrance by CEC
for up to four years from the date of the appropriation and
for liquidation up to four years after expiration of the
deadline to encumber.
15)Requires ARB, in consultation with air districts, to convene
working groups to evaluate the policies and goals of the Carl
Moyer Program, no later than July 1, 2014.
16)Defines "benefit-cost score" for the ARFVTP to mean a
project's expected or potential GHG emission reductions per
dollar awarded, and, for the purposes of the AQIP, to mean the
reasonably expected or potential criteria pollutant emission
reductions achieved per dollar awarded by the ARB for a
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category of investments identified for potential funding by
ARB.
17)Requires a competitive process for the allocation of funding
for ARFVTP and AQIP to consider benefit-cost scores, and
requires CEC to give additional preference to funding projects
through the ARFVT program with higher benefit-cost scores.
18)Requires ARB to give preference in awarding funding to
projects with higher benefit-cost scores that maximize the
purposes and goals of AQIP and authorizes ARB to give
additional preference based on criteria, as specified.
19)Requires benefit-cost assessments be included in the
evaluation of the efforts funded by the ARFVTP.
20)Requires CEC and ARB to ensure that revenues from specified
fees imposed on vehicles that are used for purposes of the
ARFVTP and AQIP are expended in compliance with Section 3 of
Article XIX of the California Constitution, which limits
permissible uses of vehicle fees and taxes to specified
transportation-related purposes.
21)Specifies that consumer incentives for light-duty vehicles
shall not be greater than compensation given under the
Enhanced Fleet Modernization Program (EFMP).
22)Adds intelligent transportation systems as a category of
projects eligible for funding under the ARFVTP.
23)Extends the authorization to fund projects reducing NOx, PM
and reactive organic gasses under the Carl Moyer Program,
until January 1, 2024.
24)Deletes language referring to the Carl Moyer Memorial Air
Quality Standards Fund, and instead refers to the Air
Pollution Control Fund, and makes other technical and
conforming changes.
25)Provides that the measure is an urgency statute.
COMMENTS :
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1) Purpose of Bill . The author notes that, "According to a 2010
Central Valley Health Policy Institute report, the San Joaquin
Valley (Valley) remains one of the worst air quality regions
in the nation, ozone levels continue to exceed federal
one-hour and eight-hour standards, and recent data on smog
emissions show the Valley leads the nation with the most days
of polluted air. In 2010 California had all ten of the most
polluted counties in the nation. Of the counties, four were in
the Valley. In addition, a recent study by the UC Davis
Center for Regional Change cited that, as a result of air
pollution generated by stationary agricultural and industrial
sources coupled with the automobiles and diesel trucks that
stream through the region's highways, residents of the San
Joaquin Valley suffer from high rates of asthma and other
respiratory ailments.
Despite significant improvements in emission reductions and
the toughest air regulations, we cannot improve air quality
and public health and achieve our clean air goals of a 90
percent reduction in emissions by the mid-2020's for the
Valley and the state without incentives and investments to
accelerate the transition to a cleaner transportation sector.
AB 8 would provide California a long-term transportation plan
that achieves the use of cleaner more efficient transportation
technologies while meeting federal and state clean air
mandates."
2) Background .
AB 118 : AB 118 (Núñez), Chapter 750, Statutes of 2007,
created the ARFVT program, AQIP and the EFMP. AB 118 provides,
upon appropriation by the Legislature, approximately $180
million annually until 2016 for these programs. These funds
primarily come from additional fees on vehicle registrations
and vessel registrations. The extension of the vehicle
registration fees, trailer fees, tire fees, and boat
registration fees in this bill will result in approximately
$180 million per year for an additional eight years for the AB
118 programs.
ARFVTP funds projects by various public and
private groups that "develop and deploy innovative
technologies that transform California's fuel and
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vehicle types to help attain the state's climate change
policies." The CEC prepares an investment plan, in
coordination with a stakeholder advisory committee,
which outlines the ARFVTP's funding priorities. Once an
investment plan is completed, CEC receives and solicits
bids for projects, awarding funds based on eligibility
criteria. According to the CEC, $360 million of ARFVTP
funds have been awarded to projects such as the
construction of electric vehicle charging stations, the
deployment of natural gas-powered vehicles and the
production of biofuels.
AQIP, administered by ARB, provides financial
incentives for public and private groups and
individuals to adopt smog and diesel particulate
pollution reducing technology that concurrently reduces
GHG emissions. Two of AQIP's projects, the Clean
Vehicle Rebate Project (CVRP) and the Hybrid and Zero
Emissions Truck and Bus Voucher Incentive Program,
represent the program's largest funding commitments.
AQIP also provides incentives for biofuels research,
hybrid truck testing, lawn and garden equipment
replacement, zero-emission all-terrain agricultural
work vehicle rebates, advanced technology demonstration
and hybrid off-road equipment pilot projects.
The EFMP supplements the Bureau of Automotive
Repair's vehicle retirement program known as the
Consumer Assistance Program. Through joint
administration by local air districts and BAR, eligible
low-income consumers whose vehicles fail smog check
tests may receive financial assistance to voluntarily
retire their vehicles and/or replace them with vehicles
meeting certain emission and model-year requirements.
During fiscal year 2011-12, approximately $34 million
of EFMP funds were expended for the retirement of
25,741 vehicles.
Carl Moyer Program/AB 923 : AB 1571 (Villaraigosa), Chapter
923, Statutes of 1999, established the Carl Moyer Memorial Air
Quality Standards Attainment Program through which ARB
provides grants to offset the incremental costs of purchasing
or retrofitting engines in order to reduce specified air
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emissions. The Carl Moyer Program originally received General
Fund appropriations. AB 923 (Firebaugh), Chapter 707, Statutes
of 2004, expanded the Carl Moyer Program to cover additional
pollutants and engines, imposed a $0.75 fee on tire sales to
fund the Carl Moyer Program, and authorized local air
districts to levy a surcharge on vehicle registrations to fund
certain emission reduction programs, including eligible
projects under the Carl Moyer Program. The fee and the
expansion to cover additional pollutants for the Carl Moyer
Program, as well as the authorization for the surcharge, are
set to expire on January 1, 2015.
Clean Fuels Outlet . ARB adopted its Clean Fuels Outlet (CFO)
Regulation to provide fueling stations for fuel to meet the
needs of those driving clean, alternative fuel vehicles. When
it first began work on the regulation in 1990, ARB planned to
use it as a tool to provide methanol, ethanol, and compressed
natural gas fueling stations once a certain number of vehicles
using those fuels were certified in California. Those
vehicles were not forthcoming, and ARB last updated the
regulation in 2000.
In January 2012, ARB considered and passed amendments to the
regulation to require major refiners and importers of gasoline
to provide alternative fuel fueling stations when the number
of vehicles using a particular alternative fuel reaches 10,000
within an air basin or 20,000 statewide with specified
adjustments. Refiners and importers of gasoline would provide
these alternative fueling stations in proportion to their
market share but would not provide fueling stations for
electric vehicles. This update to the CFO Regulation arose as
part of ARB's work to meet California's air quality and
greenhouse gas emission reduction goals but has not been
finalized by the Office of Administrative Law as required by
state law. The public hearing to consider amendments to the
CFO is postponed until September 26, 2013.
ZEVs . ARB's zero emission vehicle (ZEV) regulation requires
that by 2025 about 15% of new car sales will be zero emission
and requires automakers to produce and sell ZEVs, which
include plug-in electric vehicles (PEVs) and fuel cell
vehicles (FCVs), in order to achieve this mandate. Automakers
may also produce and sell vehicles that are partially zero
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emission or help transition to ZEVs in order to meet the
mandate. This will ensure that there will be 1.5 million ZEVs
on the road by 2025 as directed under Governor Brown's
Executive Order B-16-2012.
Hydrogen Highway . In 2004, Governor Schwarzenegger signed an
executive order calling for the development of the California
Hydrogen Highway Blueprint Plan (plan) that would expedite
availability of hydrogen fueling stations. The plan outlined
a path for 100 hydrogen-fueling stations and 2,000
hydrogen-fueled vehicles by 2010, to be followed by two more
phases with increased deployment of fuel cell vehicles (FCVs)
and hydrogen fuel stations.
As recommended by the plan, the 2005-06 Budget allocated $6.5
million for state-sponsored hydrogen demonstration projects
and over $12 million was allocated in two subsequent budgets
for the continued development of hydrogen stations. As of
April this year, the CEC has awarded $18.2 million, has $28.6
currently allocated for hydrogen infrastructure, and has $20
million proposed for the 2013-2014 ARFVTP investment plan.
According to the California Fuel Cell Partnership (CaFCP),
there are currently 43 hydrogen-fueling stations, of which
nine are public, 13 are private or demonstration, and 19 are
in development. In total, 25 stations received state funding.
The CaFCP has published a document, the California Road Map,
which describes the need for 68 hydrogen stations in state by
2016 to serve the thousands of FCV drivers expected in the
early years of commercialization.
Environmental impacts of hydrogen . An FCV is powered by the
reaction of hydrogen and oxygen in a fuel cell to produce
electricity and water vapor as the only tail pipe emission.
The initial production of hydrogen may be associated with a
range of GHG emissions depending on the production pathway.
Electrolysis, where electricity is used to split water into
oxygen and hydrogen, can produce hydrogen without GHG
emissions if renewable electricity is used. Only a small
fraction of hydrogen is produced in this manner, however, due
to the high costs associated with electrolyzers and renewable
energy. Currently, the most cost effective way to produce
hydrogen on a large scale is to react natural gas with water
to produce CO2 and hydrogen (termed steam reformation).
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Ninety-five percent of hydrogen is produced via steam
reformation, primarily for industrial and refinery purposes.
Estimates of "well-to-wheels" (WTW) GHG emissions for hydrogen
produced in this manner reduce GHG emissions by half relative
to current conventional gasoline vehicles, due in part to the
increased efficiency of fuel cells compared to internal
combustion engines. Steam reformation with biomethane as a
feedstock could further decrease WTW GHG emissions for
hydrogen production, although current supplies of biomethane
available in the state are limited. New regulations and
standards for landfill biomethane, as well as efforts to
increase biomethane production in state, pursuant to AB 1900
(Gatto) Chapter 602, Statutes of 2012, may help increase
in-state biomethane production.
Current law requires ARB, by July 1, 2008, to develop
regulations that would, among other things, require that the
hydrogen produced or dispensed in state be made from at least
33% renewable resources when dispensed hydrogen exceeds 3500
metric tons/year (which translates to roughly 10,000 FCVs).
ARB has not yet drafted these regulations and last noticed a
workshop for regulation development in 2010.
1) Bundling of sunset extensions . AB 8 extends the sunset
extensions on several disparate programs. Extension of
several fees for several different programs in a single bill
makes legislative oversight of each individual program more
difficult.
2) Abrogating the CFO . This bill would override the ARB approved
amendments to the CFO and prohibits ARB from adopting a
similar regulation for the next 12 years. In addition to
abrogating the CFO regulation, AB 8 prohibits, until 2024, ARB
from requiring any supplier to construct, operate or provide
funding for the construction or operation of publicly
available hydrogen fueling stations.
Amendments to the CFO regulation, like other regulations,
required significant stakeholder input at the agency level.
Statutorily overriding regulations is the Legislature's
prerogative, but undoing the stakeholder process should only
be done when the Legislature believes there is adequate
justification.
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Rationale . According to Jennifer Gress, Legislative Director
for the ARB, in response to questions regarding the abrogation
of the CFO regulation at the April 3, 2013 hearing on SB
11(Pavley), the dedication of funding for 100 hydrogen
stations in lieu of requiring the development of such stations
administratively as proposed through the CFO regulation
provides a stronger, more certain path to achieving the
state's air quality and climate change goals. She also stated
that guaranteeing funding for infrastructure upfront will
support the initial commercial launch of vehicles, which is in
advance of the triggers as proposed in the regulations, and by
contrast, the regulation would have only provided for hydrogen
fueling stations after a significant volume of vehicles were
on the road. She contends that adequate funding for hydrogen
stations effectively achieves the goal of the proposed
regulation, therefore rendering the regulatory changes
unnecessary.
She also states that ARB expected litigation from the oil
industry, potentially delaying their implementation and
undermining the certainty of funding for hydrogen
infrastructure in the state and further adds that the CFO
regulation was controversial and criticized, including by
Members of the Legislature, and the provisions in the bill
represent the collaboration and consensus among stakeholders,
including automobile manufacturers, oil industry, hydrogen
fuel providers, ARB and CEC.
3) ARFVTP funded infrastructure . For infrastructure funded by
the CEC's Alternative and Renewable Fuels and Vehicle
Technology program, should a fraction of the cost of
re-charging or re-fueling be directed to the state to help pay
back the initial public investment, when that infrastructure
becomes profitable?
4) ARFVTP benefits report . The December 2011 benefits report
evaluated the first few years of funding from the ARFVT
program. The report gave a range for estimated petroleum and
diesel fuel displacement in years leading up to 2020 based on
ARB's ZEV mandate, as well as surveys and feedback from grant
awardees and auto manufacturers. The high and low projections
are based on a variety of factors including uncertainties in
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the market, gas prices, extent of future utilization of funded
technologies, consumer willingness to switch to alternative
vehicles and infrastructure readiness. The report gives a
high value for petroleum gallons displaced from FCVs,
estimated to number 124,000 by 2020, of 4% of the total
gallons displaced from alternative fuel and vehicle
technologies in 2020 (estimated to be 1.184 billion). In
contrast, petroleum displaced due to plug-in electric vehicles
(PEV) represents 21% of the total projected petroleum
displaced for the high estimate in 2020. These numbers
highlight the fact that FCVs will not result in a significant
reduction of GHG emissions in the short run, but instead, will
require vehicle market transformation where FCVs represent a
large fraction of the vehicle fleet to realize significant GHG
reductions. Although not insurmountable, the requirements for
market transformation of FCVs, including creating a hydrogen
fueling infrastructure network from scratch, distributing
hydrogen fuel at competitive costs to dispersed fueling
stations and high initial FCV costs in the early stages of a
transition, represent significant challenges, especially
considering the limited public funds available and the
uncertainty surrounding when the hydrogen market will be
self-sustaining and no longer require public subsidy.
Benefit-cost score . The latest amendments to AB 8 establish a
"benefit-cost score" as a consideration that would apply to
ARFVTP and AQIP. For ARFVTP, the benefit-cost score means a
project's expected or potential GHG emissions reduction per
dollar awarded. For AQIP, the benefit-cost score is the
project's reasonably expected or potential criteria pollutant
emission reductions achieved per dollar awarded, where
"project" is defined as a category of investments, excluding
individual incentive payments. CEC and ARB are required to
consider benefit-cost score, among other factors, when
establishing a competitive process for the allocation of funds
for projects, and give preference to funding projects with
higher benefit-cost scores. These provisions will require an
up-front estimate of emission reductions for projects,
including hydrogen infrastructure funding mandated by AB 8.
The bill also requires a benefit-cost assessment for projects
funded by the ARFVTP to be included in the ARFVTP benefits
evaluation report.
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5) CEC has the authority to allocate money for hydrogen
infrastructure . Under the AB 118 program administered by the
CEC, projects for hydrogen infrastructure can already be
awarded, but the author and proponents contend that the
provisions requiring $20 million per year be appropriated for
hydrogen infrastructure through 2024 are necessary to send a
clear signal to auto manufacturers that there is a commitment
to hydrogen infrastructure from the state and thus prompt a
timely roll out of FCVs from the manufacturers beginning in
2015.
6) Extension of tire fee for tire recycling programs . As
previously noted, a fee of $1.75 is assessed on the sale of
new tires, of which $1 is deposited into the Tire Recycling
Fund for the administration and implementation of tire
recycling programs by DRRR, and $0.75 goes to the Air
Pollution Control Fund in order to fund the Carl Moyer
Program. Current law reduces the $1 fee for tire recycling
programs to $0.75 on January 1, 2015. AB 8 extends both the
$0.75 fee for the Carl Moyer Program, as well as $1 to DRRR
for tire recycling programs until January 1, 2024. The
introduced version of AB 8 extended only the $0.75 funding the
Carl Moyer Program until 2024, while allowing the portion of
the tire fee for DRRR's tire recycling programs to reduce to
$0.75 in 2015.
It is unclear if the additional $0.25 per tire from 2015 until
2024 for DRRR's tire recycling programs is necessary, as the
Tire Recycling Fund has a surplus of $32 million for fiscal
year 2013-14. The Committee may wish to inquire why the
additional funds are necessary. If those additional funds are
not needed for adequate funding of DRRR's tire recycling
programs, the Committee may wish to consider striking the
extension of the $0.25 per tire from 2015 to 2024 from the
bill.
7) Related legislation . SB 11 (Pavley) contains nearly identical
provisions to this bill. SB 11 is currently in the Assembly
Appropriations Committee. SB 1455 (Kehoe) of 2011 included
very similar provisions to SB 11. SB 1455 failed passage on
the Senate floor on August 31, 2012 (25-10).
8) Chaptering out . Because AB 8 (Perea) and SB 11 (Pavley)
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contain nearly identical provisions, it may be prudent for the
authors of the aforementioned measures to work together to
avoid the measures chaptering each other out.
SOURCE : American Lung Association, California
CALSTART
California Air Pollution Control Officer's
Association
SUPPORT : Achates Power
Aemetis, Inc.
Alameda-Contra Costa Transit District
Alliance of Automobile Manufacturers
Altec Green Fleet
American Lung Association in California
Associated General Contractors
Association of Global Automakers
Bay Area Air Quality Management District
Bay Area Biosolids to Energy Coalition
BIODICO
Black Business Association
Bosch Rexroth Americas
Butte County Air Quality Management District
California Association of Black Pastors
California Association of Winegrape Growers
California Association of School Transportation
Officials
California Citrus Mutual
California Cotton Ginners & Growers Association
California Council for Environmental and Economic
Balance
California Dairies, Inc.
California Electric Transportation Coalition
California Energy Commission
California Farm Bureau Federation
California Forestry Association
California Grape & Tree Fruit League
California Hydrogen Business Council
California Independent Oil Marketers Association
California League of Conservation Voters
California Manufacturers & Technology Association
California Municipal Utilities Association
California Natural Gas Vehicle Coalition
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California Otolaryngology Society
California Public Health Association - North
California Refuse Recycling Council
California Rice Industry Association
California Service Station & Automotive Repair
Association
California Small Business Alliance
California Thoracic Society
California Trucking Association
Californians Against Waste
Caltrain
CAPCOA
Capstone Turbine Corporation
Carson Black Chamber of Commerce
Caterpillar
Center for Sustainable Energy
ChargePoint
Clean Power Campaign
CleanWorld
Coalition for Clean Air
Coalition of Energy Users
CODA Automotive
Community Action to Fight Asthma
Construction Industry Air Quality Coalition
Contra Costa Council
Cool Planet Energy Systems
County of Madera
County of Tulare
CR&R Incorporated
Eaton Vehicle Group
ECOtality, Inc.
Efficient Drivetrains, Inc.
Electric Vehicles International, LLC
Energy Independence Now
Environmental Defense Fund
Feather River Air Quality Management District
Greater Corona Hispanic Chamber of Commerce
Greenkraft, Inc.
Harvest Power California, LLC
Health Care Without Harm
Honda North America, Inc.
Hyandai Motor America
Hydrogenics Corporation
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Kern County Taxpayers Association
Kings Canyon Unified School District
Los Angeles Area Chamber of Commerce
Los Angeles County Economic Development
Corporation
Los Angeles County Medical Association
Los Angeles County Metropolitan Transportation
Authority
Metropolitan Transportation Commission
Mission Motor Company
Moreno Valley Black Chamber of Commerce
Motiv Power Systems, Inc.
Move LA
Murrieta Valley Unified School District
Napa Valley Unified School District
Natural Resources Defense Council
Navistar, Inc.
Nisei Farmers League
Northern Sonoma County Air Pollution Control
District
Odyne Systems, LLC
Otto Construction
Pacific Ethanol
Physicians for Social Responsibility, Sacramento
Chapter
Physicians for Social Responsibility, SF-Bay Area
Chapter
Propel Fuels
Proterra
Public Health Institute
Quallion
Quantum Technologies
Regional Asthma Management and Prevention
Sacramento Area Council of Governments
Sacramento Black Chamber of Commerce
Sacramento Metropolitan Air Quality Management
District
Sacramento Municipal Utility District
San Diego Gas & Electric
San Diego Regional Asthma Coalition
San Diego Urban Economic Corporation
San Joaquin Valley Air Pollution Control District
Santa Clara Valley Transportation Authority
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Sempra Energy
Sierra Energy & Sierra Railroad
Simbol Materials
Slavic American Chamber of Commerce
Smith Electric Vehicles
South Bay Latino Chamber of Commerce
South Coast Air Quality Management District
Southern California Gas Company
Southern California Regional Rail Authority
(Metrolink)
Synergex
Technology Partners
Tesla Motors
The Grant Farm
Total Transportation Services, Inc.
TransPower
UPS
US Hybrid Corporation
Ventura County Air Pollution Control Board
Vision Industries Corporation
Volvo Group North America
Waste Management
Western Agricultural Processors Association
Western Growers Association
Western Propane Gas Association
Western States Petroleum Association
Workplace Wellness LA
Yolo-Solano Air Quality Management District
Zero Motorcycles, Inc.
9 Individual medical professionals
OPPOSITION : Automobile Club of Southern California
Howard Jarvis Taxpayers Association
Sierra Club California