BILL ANALYSIS Ó
SB 11
SENATE COMMITTEE ON ENVIRONMENTAL QUALITY
Senator Jerry Hill, Chair
2013-2014 Regular Session
BILL NO: SB 11
AUTHOR: Pavley
AMENDED: As Introduced
FISCAL: Yes HEARING DATE: April 3, 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 State Energy Resources
Conservation and Development 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) 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
energy equivalent basis.
6) Under the California Global Warming Solutions Act of 2006,
requires the 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
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achieved by 2020, and sets various requirements to meet this
requirement (HSC §38500 et seq.).
7) Under the Alternative Fuels Law (HSC §38500 et seq.),
requires the CEC, in partnership with the ARB, and in
consultation with specified state agencies, to develop and
adopt a state plan to increase the use of alternative fuels
on or before June 30, 2007.
8) Requires the CEC to adopt and transmit an Integrated Energy
Policy Report (IEPR) every two years on trends and issues
(Public Resources Code §25300).
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 certain vehicle and vessel related surcharges and
fees, until January 1, 2016, 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 $10-20 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).
11)Establishes the California Tire Recycling Fee, which imposes
a $1.75 surcharge on new tires, where $1 is directed to 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 :
1) Extends the authorization for local air district boards to
adopt a two-dollar surcharge on vehicle registration, to be
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used to implement emission reduction programs from vehicular
sources or off-road engines, until January 1, 2024.
2) 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.
3) Prohibits the ARB from enforcing any element of its existing
clean fuels outlet regulation or of any regulation that
requires that any person construct, operate or provide
funding for the construction or operation of any publicly
available hydrogen fueling station until January 1, 2024.
4) Requires the ARB to make the number of vehicles that
automobile manufacturers project to be sold or leased
available to the public.
5) Requires the CEC to allocate $20 million each fiscal year
from July 1, 2013 through June 30, 2016, and up to $20
million for each fiscal year thereafter not to exceed 20% of
the funds from the ARFVT Fund, until January 1, 2024, for
purposes of achieving a hydrogen fueling network sufficient
to provide convenient fueling to vehicles owners, and expand
that network as necessary to support a growing market for
fuel-cell vehicles, until there are at least 100 publically
available hydrogen fuel stations.
6) Authorizes the CEC to defer allocation of the money
described above for purposes of matching fuel station number
to vehicle fueling needs.
7) Authorizes the CEC, in consultation with the ARB, to
discontinue funding for hydrogen fueling stations if they
establish that the private sector is establishing public
hydrogen fueling stations without need for government
support.
8) Requires the CEC and ARB, on or before December 31, 2015,
and annually thereafter, to jointly review and report on
progress toward establishing a hydrogen fueling network that
provides coverage and capacity to fuel cell vehicles in the
state. The CEC and ARB are required, at a minimum, to
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consider the following:
a) The available plans of automobile manufacturers to
deploy fuel cell vehicles in California and their progress
toward achieving those plans;
b) The rate of hydrogen fuel cell deployment;
c) The length of time required to permit and construct hydrogen
fueling
stations;
d) The coverage and capacity of the existing hydrogen fueling
station
network; and
e) The amount and timing of growth in the fueling network to
ensure fuel is
available to these vehicles.
9) Authorizes the CEC to design grants, loan incentive programs
and other forms of financial assistance to assist in
deployment of hydrogen fueling infrastructure as rapidly as
possible.
10)Specifies that the funds appropriated for hydrogen
infrastructure shall be available for encumbrance by the
commission for up to four years from the date of
appropriation and available for liquidation up to four years
after the encumbrance expiration.
11)Requires the 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, 2013.
12)Directs ARB and CEC to update the economic analysis used to
develop and review ARB's regulations to include a range of
petroleum and alternative fuel prices to more accurately
assess the future costs of petroleum-based and alternative
fuels by November 1, 2014.
13)Beginning November 1, 2015, and every two years thereafter,
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requires CEC, in consultation with ARB and as a part of its
IEPR, to provide a status of the state's alternative
transportation fuel use, including:
a) An evaluation of how new and existing investment programs
could help to
increase the state's alternative fuels use; and,
b) An evaluation of how federal fuel policies and existing
state policies will
help increase the use of alternative fuels in the state.
14)Requires ARB, when developing new and amended regulations,
to include a finding on the effect of the proposed
regulations on the state's alternative transportation fuels
use.
15)Provides that this bill does not preempt AB 32 and that the
bill be implemented consistent with environmental, public
health, and sustainability considerations articulated in AB
32, clean fuels and vehicle funding statutes.
16)Requires ARB and CEC, when studying the state's alternative
transportation fuel use, to measure:
a) In-state job creation through the continued development
of an alternative
fuels industry in the state;
b) Economic vulnerability of residents to future petroleum
fuel price spikes
by the use of either petroleum fuels or alternative
fuels and vehicles;
c) Alternative fuel market penetration in nonattainment
areas; and,
d) Increase access to the supply of alternative fuels and
alternative fuel
vehicles for all residents, including barriers to
supply.
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17) Extends the authorization to fund projects reducing NOx, PM
and reactive
organic gasses under the Carl Moyer Program, until
January 1, 2024.
18) 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 fee
increase for vessel registration, to fund the ARFVT, AQIP
and EFM programs,
until January 1, 2024.
19) Extends the sunset date of the $0.75 fee increase on tire
sales to fund the Carl
Moyer Program, until January 1, 2024.
COMMENTS :
1) Purpose of Bill . The author notes that in order to address
major health and environmental risks, stringent air quality
and climate requirements, and chronic under-investments in
clean transportation solutions, SB 11 provides incentives
that address two overarching challenges, including the legacy
mobile source fleet and the acceleration of next-generation
technologies. According to the author, the former will
reduce near-term particulate pollution and NOx by
accelerating the turnover of older, dirtier vehicles and
off-road engines; provide assistance for on- and off-road
users to upgrade equipment prior to regulatory requirements
and help prevent the loss of federal highway funds by
accelerating progress toward meeting state and federal air
quality health standards. The author states that
accelerating next-generation technologies will reduce the
cost of clean, next-generation cars and trucks through
research and development as well as direct purchase
incentives; help meet AB 32, zero-emission vehicle mandates,
and clean air goals; ensure widespread availability of
alternative fuels by providing infrastructure for hydrogen,
electricity, natural gas, biofuels, and other clean fuels
which move us towards clean air and energy independence;
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facilitate roll-out of zero-emission hydrogen fuel cell
electric vehicles which are crucial to achieving California's
long-term air quality and climate goals and expand
California's manufacturing capacity for advanced technology
vehicles, fuels, and components, providing in-state jobs.
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.
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
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 75-cent 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 for the Carl Moyer Program and 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
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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.
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 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 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. The CEC has awarded $18.2 million to
date, and has $28.6 currently allocated for hydrogen
infrastructure, and has $20 million proposed for the
2013-2014 draft ARFVTP investment plan. According to the
California Fuel Cell Partnership (CaFCP), there are currently
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36 hydrogen-fueling stations, of which, eight are public, 15
are private or demonstration, and 13 are in development. In
total, 25 stations received state funding, 14 of which are
currently open. 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).
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 the 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.
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3) Bundling of sunset extensions . SB 11 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.
4) Abrogating the CFO . This bill would override the ARB
approved amendments to the CFO and prohibit the ARB from
adopting a similar regulation for the next 12 years. It is
unclear why this action is necessary, since the amendments to
the regulation were never finalized and the authority to
amend or withdraw them belongs to ARB. In addition to
abrogating the CFO regulation, SB 11 prohibits, until 2024,
the ARB from requiring "any person 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.
5) 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?
6) 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
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
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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 (PEVs) 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.
7) CEC has the authority to allocate money for hydrogen
infrastructure . Under the ARFVT program administered by the
CEC, projects for hydrogen infrastructure can be and have
already been awarded, but the author and proponents contend
that the provisions requiring $20 million be awarded for
hydrogen infrastructure for 3 years and up to $20 million in
eight subsequent years 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.
However, this mandated allocation for hydrogen infrastructure
funds could make the CEC less flexible in responding to
changing market demand for hydrogen as well as other
alternative fuel and infrastructure technological
advancements, especially if there are significant
technological leaps in various fields.
8) ARFVT program requirements and hydrogen allocation . SB 11
would allocate funds to construct a hydrogen infrastructure
from ARFVTP funds, but it is not clearly stated in the bill
that these awards would necessarily be subject to the
statutory and regulatory requirements of the ARFVT program,
including, among other things, life-cycle assessments,
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ensuring measurability of air emission reduction and
benefits, and the establishment of a competitive process for
the allocation of funds. The committee may wish to suggest
that language that unambiguously subjects funds granted for
hydrogen infrastructure to the existing ARFVT program
requirements be included.
9) Broad provisions describing infrastructure spending . The CEC
scores applications for ARFVT program funds based on a number
of criteria, including, among other things, qualifications of
the applicant team, market viability of the proposal, and
economic benefits of the proposed station, given its
location, expected performance, innovation and
sustainability. However, the bill does not require the CEC to
reference or produce an initial plan for constructing a
hydrogen fueling network that minimizes public financial
resources while maximizing user accessibility, but simply
states that hydrogen fueling stations should provide
"convenient fueling" and the network be expanded "as
necessary," with at least 100 hydrogen fueling stations,
although the CEC may defer funding. SB 11 requires the CEC
and the ARB to conduct a thorough review of the progress
toward achieving a hydrogen infrastructure network by the end
of December 2015, but at this point, $60 million would
already be appropriated, with the possibility that much of
that allocated funding could already be awarded to
recipients. Should there be an outlined strategy for the
holistic and integrated placements of hydrogen fueling
stations for various early FCV deployment scenarios, before
any of the money is awarded to ensure the creation of a
publicly subsidized hydrogen fueling network with maximum
benefit and usability from the fewest stations and resources
necessary?
10)Opposition concerns . The Automobile Club of Southern
California objects to fees and taxes imposed on gasoline
powered on-road vehicles being used to pay for environmental
mitigation stemming from off-road equipment, heavy-duty
vehicles and school buses. They also state that usage of fees
and taxes appears to violate Article XIX of the California
Constitution. The Sierra Club objects to language in SB 11
that abrogates the CFO, which they note was publicly vetted
over a year ago. They also state that the CFO abrogation sets
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a dangerous precedent that undermines the integrity of the
rulemaking process at the ARB.
11)Suggested Amendments :
a) The Committee may wish to suggest that the regulation
abrogation language be removed so that the CFO regulation
can be amended or withdrawn with stakeholder input at the
agency level (see Comment #4).
b) The Committee may wish to suggest that the provisions
prescribing how ARFVTP funds are spent on hydrogen be
removed so that the CEC is able to adapt to technological
developments and changing markets for alternative fuels,
including hydrogen, and allocate limited public funds
accordingly (see Comment #7). If the committee does not
wish to remove those provisions, then the committee should
amend the bill to require the CEC to produce or reference
a guiding document for the strategic location of fueling
stations that balances maximum user accessibility and
cost-effectiveness (comment #9).
12)Technical Amendments . Per Senate Engrossing and Enrolling,
the bill needs to be amended to address several technical
errors in existing law.
13)Related legislation . 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).
14)Double Referral to Senate Transportation and Housing
Committee . If this measure is approved by this committee,
the do pass motion must include the action to re-refer the
bill to the Senate Transportation and Housing Committee.
SOURCE : American Lung Association, California
CALSTART
California Air Pollution Control Officer's
Association
SUPPORT : Achates Power
Aemetis, Inc.
Alameda-Contra Costa Transit District
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Alliance of Automobile Manufacturers
Associated General Contractors
Association of Global Automakers
Bay Area Air Quality Management District
BIODICO
Bioenergy Association of California
Black Business Association
Bosch Rexroth Americas
California Air Resources Board
California Association of Black Pastors
California Association of School Transportation
Officials
California Association of Winegrape Growers
California Biodiesel Alliance
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 Grape and Tree Fruit League
California Independent Oil Marketers Association
California Industry Air Quality Coalition
California Manufacturers & Technology Association
California Municipal Utilities Association
California Natural Gas Vehicle Coalition
California Rice Industry Association
California Service Station & Automotive Repair
Association
California Small Business Alliance
California Thoracic Society
California Transit Association
California Trucking Association
Carson Black Chamber of Commerce
Caterpillar
ChargePoint
Clean Energy
CleanWorld
Coalition for Clean Air
Coalition of Energy Users
CODA Automotive
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Construction Industry Air Quality Coalition
Contra Costa Council
CR&R Incorporated
Dow Kokam
Eaton Vehicle Group
Efficient Drivetrains, Inc.
Electric Vehicles International, LLC
Environmental Defense Fund
Greater Corona Hispanic Chamber of Commerce
Greenkraft, Inc.
Harvest Power
Honda North America, Inc.
Hydrogenics Corporation
Kern County Taxpayers Association
Kings Canyon Unified Transportation
Linde
Los Angeles Area Chamber of Commerce
Los Angeles County Medical Association
Mission Motor Company
Moreno Valley Black Chamber of Commerce
Motiv Power Systems, Inc.
Move LA
Napa Valley Unified School District
Transportation
Natural Resources Defense Council
Nisei Farmers League
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 Black Chamber of Commerce
Sacramento Metropolitan Air Quality Management
District
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San Diego Gas & Electric
San Diego Urban Economic Corporation
San Francisco County Transportation Authority
San Joaquin Valley Unified Air Pollution Control
District
Sempra Energy utilities
Sierra Energy & Sierra Railroad
Silicon Valley Leadership Group
Slavic American Chamber of Commerce
Smith Electric Vehicles
South Bay Latino Chamber of Commerce
Southern California Gas Company
South Coast Air Quality Management District
Synergex
Technology Partners
Tesla Motors
The Grant Farm
TransPower
Total Transportation Services, Inc.
United Parcel Service
US Hybrid Corporation
Vision Industries Corporation
Ventura County Air Pollution Control Board
Volvo Group North America
Waste Management
Western Agricultural Processors Association
Western States Petroleum Association
Yolo-Solano Air Quality Management District,
Board of
Directors
OPPOSITION : Automobile Club of Southern California
CRM Company of Rancho Dominguez
Sierra Club California