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AB 1372

Renewable electrical generation facilities: electrified commuter railroads: regenerative braking: net billing.

2025-2026 Regular Session Introduced by Diane Papan

Extends net metering to credit electrified rail regenerative braking exports against grid usage, with 15-minute metering and value-based credits via LSE tariffs.

In committee: Hearing postponed by committee.
#renewableelectricalgenerationfacilities #electrifiedcommuterrailroads #netbilling #regenerativebraking
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Bill Summary · AB 1372

AB 1372 — Summary (Papan)

Title: Renewable electrical generation facilities: electrified commuter railroads: regenerative braking: net billing
Status: Introduced Feb 21, 2025 — In committee (hearing postponed Apr 30, 2025)

Purpose / Intent

AB 1372 would extend California’s net energy metering / net billing framework to recognize regenerative braking from electrified commuter railroads as a form of on-site renewable generation. The bill seeks to require load‑serving entities (utilities, electric service providers, and community choice aggregators) to adopt or modify net‑billing contracts/tariffs so that electrified commuter rail operators are billed on a net‑energy basis after accounting for electricity exported to the grid via regenerative braking.

The bill also states the Legislature’s intent to enact follow‑on legislation to more directly require these tariff changes once necessary technical studies are completed.

Key provisions

  • Adds Chapter 6.7 to the Public Utilities Code (Sections 1250–1251) creating rules specific to “electrified commuter railroads.”
  • Defines “eligible customer‑generator” as a public agency (including joint powers agencies) acting as a transit operator that produces electricity through regenerative braking; explicitly names the Peninsula Corridor Joint Powers Board as eligible.
  • Requires that, after the load‑serving entity (LSE) and eligible customer‑generator complete any needed technical studies (to protect railroad and grid operations), the LSE must adopt or modify a net‑billing contract or tariff consistent with CPUC Decision 22‑12‑056 (Dec 15, 2022) or its updates, and obtain commission or other rate‑approving entity approval.
  • Tariff/contract requirements include:
    • Recognition that regenerative braking can generate electricity in parallel with the grid.
    • Provision of 15‑minute interval data for imports and exports, including electricity flows to/from each traction power station.
    • Application of bill credits for exported electricity “based on its value,” determined by the avoided cost to the LSE of procuring equivalent clean energy elsewhere.
  • Requires the LSE responsible for delivery to provide — or, if necessary, install at its cost — metering that records the eligible customer‑generator’s imports and exports (including per traction station flows).
  • Amends Section 2827 (net energy metering findings/definitions) to reflect these inclusions.

Who is affected

  • Directly affected: electrified commuter rail operators that use regenerative braking (public agencies/joint powers agencies such as the Peninsula Corridor JPB), load‑serving entities (electrical corporations, ESPs, CCAs), and the CPUC or appropriate rate‑approving entities.
  • Indirectly affected: utility ratepayers (potential rate and cost impacts), traction power station operators, and grid operators responsible for operational integration.

Potential impacts and considerations

  • Benefits: compensates transit agencies for regenerative energy exports, could lower net energy costs for rail operators, incentivize efficient use of regenerative braking, and increase utilization of on‑site clean energy.
  • Operational and cost implications: technical studies and integration work required to protect grid/rail operations; metering and data systems (15‑minute granularity) will be needed and may involve utility deployment costs (bill requires LSE to provide/install metering at its cost).
  • Valuation: credits tied to LSE avoided cost of procuring clean energy — valuation method may influence credit amounts and financial outcomes for rail operators.
  • Regulatory/procedural: tariffs/contracts must be approved by CPUC or appropriate rate authority; violations of commission orders remain enforceable with possible penalties (noting that CPUC violations are criminalized under existing law, raising state‑mandated local program considerations).

Procedural history

  • Introduced Feb 21, 2025; referred to Committee on Utilities & Energy. Amended and re‑referred (Mar 25–26, 2025). Most recent status: In committee — hearing postponed (Apr 30, 2025).

Compiled from official sources — confirm details with the bill’s official record.

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