AB 1493 “Pavley Global Warming Bill”
In 2002, California enacted AB 1493 (“Pavley Global Warming Bill”), a law which directed the California Air Resources Board (CARB) to adopt regulations that would achieve the “maximum feasible and cost-effective reduction of greenhouse gas emissions from motor vehicles.” The would apply to new vehicles starting in the 2009 model year. (CARB needed to receive a waiver from the U.S. Environmental Protection Agency to apply the rules.) The standard required that new vehicles, on average, achieve an emissions reduction of 30 percent by 2016, and covers carbon dioxide, methane, nitrous oxide, and hydrofluorocarbon emissions.
Under the Federal Clean Air Act, California is the only state with the ability to set standards for motor vehicles, as long as these standards are as stringent as the federal standards. Once California received a waiver from the federal government, other states could adopt California’s standards. More than fifteen states have adopted or have announced their intention to adopt the California standards, including Washington and Oregon.
On May 19, 2009, President Obama announced a national standard for passenger vehicles that will be set through a joint rulemaking process between the U.S. Environmental Protection Agency (EPA) and the U.S. Department of Transportation (DOT). By 2016, the federal standard will achieve the same fuel economy improvement as the California standard would have – 35.5mpg – and will also include a greenhouse gas emission limit per vehicle. Although the announcement did not specifically grant the California waiver, California agreed to amend AB 1493 to conform to the federal standard from 2012 to 2016, if it receivds a waiver to set its own vehicle standards after 2016 and enforce its own standards for model years 2009 to 2011. Under this agreement, automakers have also agreed to drop lawsuits against California’s proposed vehicle standard.
On June 30, 2009 the EPA granted the waiver allowing California to regulate greenhouse gas (GHG) emissions from vehicles within the state beginning with the 2009 model year. California and the other states which have adopted the California standard have agreed to conform to the federal standard from 2012 to 2106. With the waiver decision, they will be able to regulate vehicle emissions from now until the federal standard takes effect in 2012, and after 2016.
AB 118 California Alternative and Renewable Fuel, Vehicle Technology, Clean Air and Carbon Reduction Act of 2007
AB 118 created the California Energy Commission's Alternative Fuel and Vehicle Technology Program. The statute, amended by AB 109, authorizes the Energy Commisssion to develop and deploy alternative and renewable fuels and advanced transportation technologies to help achieve the state's climate change policies.
AB 32 California's Global Warming Solutions Act of 2006
AB 32 gives the California Air Resources Board authority over sources of greenhouse gas emissions, including cars and light trucks. According to the California Air Resources Board, transportation accounts for some 40 percent of greenhouse gas emissions, with cars and light trucks accounting for almost three-quarters of those emissions (30 percent overall).
SB 375 “Transportation, Housing and Greenhouse Gases"
SB 375 (2008) directs the California Air Resources Board to set regional targets for reducing greenhouse gas emission. The new law establishes a "bottom up" approach to ensure that cities and counties are involved in the development of regional plans to achieve those targets.
SB 375 builds on the existing framework of regional planning to tie together the regional allocation of housing needs and regional transportation planning in an effort to reduce greenhouse gas (GHG) emissions from motor vehicle trips.
SB 375 directs the Air Resources Board to set regional targets for the reduction of greenhouse gas emissions. Aligning these regional plans is intended to help California achieve GHG reduction goals for cars and light trucks under AB 32, the state's landmark climate change legislation. Because the existing regional transportation planning and housing allocation processes are overseen by local elected officials selected by their peers to serve on regional agency boards, the law is intended to ensure that cities and counties are closely involved in developing an effective plan for the region to achieve the targets.
To increase public participation and local government input, the law strengthens several existing requirements for public involvement in regional planning. The new law establishes a collaborative process between regional and state agencies to set regional GHG reduction targets, and provides CEQA incentives for development projects that are consistent with a regional plan that meets those targets. Cities and counties maintain their existing authority over local planning and land use decisions.
SB 375 Has Three Major Components:
1. Using the regional transportation planning process to achieve reductions in greenhouse gas emissions consistent with AB 32's goals;
2. Offering California Environmental Quality Act incentives to encourage projects that are consistent with a regional plan that achieves greenhouse gas emission reductions; and
3. Coordinating the regional housing needs allocation process with the regional transportation process while maintaining local authority over land use decisions.
