Ignition interlock devices.

AB 366, led by Assembly Members Petrie-Norris and Ransom, reframes California’s ignition interlock regime as a temporally bounded expansion that extends the current IID framework through January 1, 2033 and then reverts to the pre-2019 structure on that date, while simultaneously introducing an income-based cost-sharing scheme for IID costs and broader restrictions on vehicles operated by offenders. The central change is the creation of a temporary, extended IID regime that couples license restrictions, mandatory IID installation, and ongoing maintenance with a sunset that reverts to the prior-law baseline unless further legislation is enacted.

Key mechanisms accompany the extension: the bill broadens the restricted-license framework so that a functioning IID must be installed on all vehicles operated by an offender in many scenarios, with service requirements every 60 days and reporting obligations when a device is tampered with or needs maintenance. It requires verification through installation forms and ongoing proof of financial responsibility, and it ties the restricted license to participation in DUI programs as prescribed by the relevant offenses. The package also addresses out-of-state residents, employer-owned vehicles, and exemptions for certain employment contexts, while clarifying how credits from restricted-license periods may count toward the overall restriction term. Certification and device standards are updated to emphasize DMV oversight, ISO/IEC 17025–accredited testing, and a defined process for notifying offenders and authorities about compliance.

A novel feature is a comprehensive, income-based cost-sharing framework for IID costs. Under the new scheme, the offender’s share of IID costs varies by income level and CalFresh status, with ranges including 10% (income at or below the federal poverty level) to 100% (all others), and specific adjustments for 101–200%, 201–300%, 301–400% of the federal poverty level, and CalFresh recipients. Documentation to verify income may include a prior year’s federal tax return, recent pay statements, or unemployment benefits verification, and the device provider must determine cost shares accordingly. The act also contemplates civil assessments up to 1,000 dollars for failures to inform or comply with the cost-sharing provisions, and it assigns primary responsibility for non-payments and enforcement to the Consumer Affairs framework.

The proposed changes bear on multiple stakeholders. Offenders face expanded IID installation requirements across all vehicles and longer restriction horizons for some offenses, alongside a structured, income-sensitive cost burden. Courts and prosecutors gain a more detailed framework for ordering IID installation and restricted licensing, including cross-references to DUI-program participation and ignition interlock maintenance. The Department of Motor Vehicles and IID manufacturers/providers assume expanded roles in certification, income verification, maintenance cadence, tamper reporting, and data sharing, with privacy safeguards and a new set of administrative forms. Employers and fleet operators may benefit from targeted exemptions for employer-owned vehicles, while out-of-state drivers face tightened recognition of California IID restrictions. Local agencies would incur costs associated with the extended enforcement and administration, with the bill explicitly noting a local-program impact but no state-reimbursement obligation.

Implementation and policy context hinge on coordinating a dense web of cross-references among Vehicle Code provisions, the 2019–2033 extension, and the 2033 reversion to pre-2019 law. Ambiguities concern transitional application for offenders currently under the post-2019 framework, the mechanics of income verification in fluctuating circumstances, and how exemptions for employer-owned vehicles will operate in practice. The 2033 sunset raises questions about data retention, continuity of monitoring, and legislative appetite to extend or revise the regime. The bill also contemplates motorcycle applicability only after certified devices become available for motorcycles, adding another dimension to vehicle scope.