BILL ANALYSIS Ó
SENATE COMMITTEE ON TRANSPORTATION AND HOUSING
Senator Jim Beall, Chair
2015 - 2016 Regular
Bill No: AB 1250 Hearing Date: 9/10/2015
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|Author: |Bloom |
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|Version: |9/9/2015 |
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|Urgency: |No |Fiscal: |Yes |
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|Consultant|Randy Chinn |
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SUBJECT: Vehicles: buses: axle weight
DIGEST: This bill establishes a declining maximum curb weight
per axle for buses.
ANALYSIS:
Existing law:
1)Limits the gross weight of buses to 20,500 pounds per axle.
2)Prohibits California from enforcing a weight limit of less
than 24,000 pounds per axle for buses travelling on the
federal interstate highway system, pursuant to federal law.
3)Allows, until January 1, 2016, a public transit system to
procure a bus whose weight exceeds 20,500 pounds per axle if
1) the new bus weighs less per axle than the bus it is
replacing, or 2) the new buses are part of a new fleet class,
provided that the governing board of the public transit system
makes a finding that the new fleet class is necessary to
address a need in a new or existing market.
4)Prohibits driving a vehicle over a bridge or other structure
that is part of a highway when that vehicle weighs more than
the bridge or structure can safely support.
This bill:
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1)Establishes a declining maximum curb weight per axle,
beginning with procurement solicitations issued after January
1, 2016, for standard transit buses of 23,000 pounds,
declining to 22,000 pounds by January 1, 2019. For
articulated or zero-emission buses, the maximum curb weight
per axle is 25,000 pounds, beginning with procurement
solicitations issued after January 1, 2016, declining to
22,000 pounds for procurement solicitations issued after
January 1, 2022.
2)Defines curb weight as the weight of the bus including fuel
and all equipment used in normal operations but excluding the
weight of the driver and passengers.
3)Exempts buses procured from solicitations issued prior to
January 1, 2016 or during option periods in multi-year
contracts not exceeding five years, or January 1, 2021,
whichever is earlier, from the 20,500 pound-per-axle weight
limitation and from the axle weight limitations established in
this legislation.
4)Prohibits buses exceeding the federal 24,000 pound-per-axle
weight limitation from operating on the interstate highway
system.
5)Requires that if the gross weight of any axle exceeds 20,000
pounds, that axle shall have four wheels.
6)Requires operators employing articulated buses to provide
notice to cities and counties in whose jurisdiction those
buses are operating of the approximate routes of those buses.
COMMENTS:
1)Purpose. According to the author, transit buses play an
integral role in California's transportation infrastructure.
While cities, planning agencies, transit agencies, and bus
manufacturers do not all agree on the solution for overweight
buses, it is essential that transit systems continue to
operate, and transit agencies must be allowed to continue to
procure transit vehicles if the need arises. Stakeholders
convened with the goal of crafting a long-term solution that
works for all parties.
2)Second time around. The committee heard this bill on July 15,
AB 1250 (Bloom) Page 3 of ?
2015, and approved it 11-0. Since that hearing, the bill has
been amended and made more specific to reflect the continuing
negotiations between the parties. This bill represents the
result of year-long negotiations between transit operators,
local and state governments, and bus manufacturers. The
current version of the bill represents the results of final
negotiations. As a result, the League of California Cities is
supporting the bill, the California State Association of
Counties is neutral, and Caltrans has provided technical
support.
3)Technology requirements are part of the problem. California's
air pollution and greenhouse gas emission reduction goals have
resulted in alternatively fueled powertrains for buses, such
as electric and compressed natural gas. Improving efficiency
in transit operations often means using larger buses and
optimizing routes so that buses run full. Both of these
policies result in buses which are so heavy that they can
damage streets and prematurely wear bridges and overpasses.
As policymakers consider new technologies and efficiency
improvements, they'd be wise to also consider the effects of
their decisions on the state's transportation infrastructure.
Fixing the state's deteriorating roads and bridges is
expensive.
4)A different standard. The key metric for this bill is curb
weight, which for the purposes of this bill is the total
weight of a bus, including maximum fuel and all normal
equipment, but excluding the weight of the driver and
passengers. Supporters contend that this is a knowable,
consistent, and clear measure. However, this is an unusual
metric, as the much more common metric is gross, or actual,
weight. This measures the actual force of the tires, though
the gross weight for buses will vary throughout the day as
passenger loads rise and fall. For comparison, a fully
occupied bus is as much as one-third heavier than an empty
bus.
5)29.10 hearing. This bill is being heard pursuant to Senate
Rule 29.10(b) as it has substantially changed from the version
heard earlier by the committee.
Related Legislation:
AB 1720 (Bloom, Chapter 263, Statutes of 2014) - provides a
AB 1250 (Bloom) Page 4 of ?
two-year exemption for existing transit buses to exceed the
state weight limit, sunsetting at the end of 2016.
AB 1706 (Eng, Chapter 771, Statutes of 2012) - provides a
two-year exemption for existing transit buses to exceed the
state weight limit, sunsetting at the end of 2014.
FISCAL EFFECT: Appropriation: No Fiscal Com.: Yes
Local: Yes
According to the Senate Appropriations Committee:
Unquantifiable minor to significant impact on pavement
maintenance costs as a result of accelerated degradation by
allowing the operation of overweight transit buses. (State
Highway Account, local funds)
Due to the numerous factors that may result in pavement
degradation, it is impossible to calculate the isolated
impacts and costs associated with the operation of overweight
transit buses on state highways and local streets and roads.
POSITIONS: (Communicated to the committee before noon on
Wednesday,
September 9, 2015.)
SUPPORT:
California Association for Coordinated Transportation
California Teamsters Public Affairs Council
California Transit Association
City of Arcata
City of Santa Monica
Orange County Transportation Authority
Santa Clara Valley Transportation Authority
Santa Cruz Metropolitan Transit District
Solano County Transit
OPPOSITION:
None received
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