Калифорния штатының нөлдік эмиссиялық көліктер бағдарламасы

Clean air agency in California, United States

The CARB Zero Emission Vehicle (ZEV) program was enacted by the California government starting in 1990 to promote the use of zero emission vehicles. The program goal is to reduce the pervasive air pollution affecting the main metropolitan areas in the state, particularly in Los Angeles, where prolonged pollution episodes are frequent. The California ZEV rule was first adopted by CARB as part of the 1990 Low Emission Vehicle (LEV I) Program. The focus of the 1990 rules (ZEV 90) was to meet air quality standards for ozone rather than the reduction of greenhouse gas (GHG) emissions. Under LEV II in 1999, the ZEV regulations were moved to a separate section (13 CCR § 1962) and the requirements for ZEVs as a percentage of fleet sales was made more formal. Executive Order S 03 05 (2005) and Assembly Bills 1493 (2002) and 32 (2006) prompted CARB to reevaluate the ZEV program as last amended in 1996, which had been primarily concerned with reducing emissions of smog forming pollutants. Since then, in September 2020 Governor Gavin Newsom signed an executive order directing that by 2035, all new cars and passenger trucks sold in California will be zero emission vehicles. Executive Order N 79 20 directs CARB to develop regulations to require that ZEVs be an increasing share of new vehicles sold in the state, with light duty cars and trucks and off road vehicles and equipment meeting the 100% ZEV goal by 2035 and medium and heavy duty trucks and buses meeting the same 100% ZEV goal by 2045. The order also directs Caltrans to develop near term actions to encourage "an integrated, statewide rail and transit network" and infrastructure to support bicycles and pedestrians. In response, CARB began development of the Advanced Clean Cars II (ACC II) Program, focusing on emissions of vehicles sold after 2025. ACC II reiterated the aim to have all new passenger cars, trucks and SUVs sold in the state to be zero emissions vehicles by 2035, and was scheduled for consideration before CARB in June 2022. The regulations of ACC II were adopted by California in August 2022.

LEV I defined a ZEV as one that produces "zero emissions of any criteria pollutants under any and all possible operational modes and conditions." A vehicle could still qualify as a ZEV with a fuel fired heater, as long as the heater was unable to be operated at ambient temperatures above and did not have any evaporative emissions. The ZEV regulation has evolved and been modified several times since 1990, and several new partial or low emission categories were created and defined, including the introduction of PZEV and AT PZEV categories in ZEV 99.

California Hybrid and Zero Emission Truck and Bus Voucher Incentive Project (HVIP for short) offers up front discounts on medium and heavy duty electric trucks. Additionally, discounts will be increased for public transit agencies, school buses for public school districts, and vehicles operating in disadvantaged communities. For example, a public school district could receive up to $198,000 off the price of a new electric bus; a public transit agency could receive $69,000 off the price of a new Class 4 electric shuttle. Launched by the California Air Resources Board in 2009, the project is part of California Climate Investments.

The California DMV implements the policy dictates of the California Air Resources Board (CARB) with respect to registration of off highway motor vehicles (OHVs). Registration consists of ID plates or placards issued by the DMV. Operating a motorized vehicle off highway in California requires either a Green Sticker or a Red Sticker ID. The Green Sticker indicates that the vehicle has passed emission requirements. The Red Sticker (issued through 2021) restricts OHV use due to not meeting emission standards established by the CARB. The red sticker program began in 1994 when CARB adopted standards for emissions from two stroke engines used primarily on dirt bikes. Between 1998 and 2003, the red sticker program was refined allowing vehicles that did not meet peak ozone season standards to be operated only at specific times of the year. As of model year 2022, the CARB no longer authorizes issuing of red stickers.

The California Air Resources Board's (CARB) Commercial Harbor Craft regulation is a regulatory framework aimed at reducing emissions from commercial vessels operating in California's harbors and ports. The rule primarily targets diesel powered vessels such as ferries, tugboats, and other workboats that operate in and around California's ports. Since the original adoption of regulation in 2008, and its amendments in 2010 and 2022, vessel owners in the state have been required to either replace their engines or send their boats out of the state.

The Low Carbon Fuel Standard (LCFS) requires oil refineries and distributors to ensure that the mix of fuel they sell in the Californian market meets the established declining targets for greenhouse gas emissions measured in CO2 equivalent grams per unit of fuel energy sold for transport purposes. The 2007 Governor's LCFS directive calls for a reduction of at least 10% in the carbon intensity of California's transportation fuels by 2020. These reductions include not only tailpipe emissions but also all other associated emissions from production, distribution and use of transport fuels within the state. Therefore, California LCFS considers the fuel's full life cycle, also known as the "well to wheels" or "seed to wheels" efficiency of transport fuels. The standard is aimed to reduce the state’s dependence on petroleum, create a market for clean transportation technology, and stimulate the production and use of alternative, low carbon fuels in California. On April 23, 2009, CARB approved the specific rules for the LCFS that will go into effect in January 2011. The rule proposal prepared by its technical staff was approved by a 9 1 vote, to set the 2020 maximum carbon intensity reference value to 86 grams of carbon dioxide released per megajoule of energy produced.

The PHEV Research Center was launched with funding from the California Air Resources Board.

Under the Innovative Clean Transit (formerly known as the Advanced Clean Transit) regulation adopted in December 2018, public transportation agencies in California will gradually transition to a zero emission bus fleet by 2040. Large transit agencies (defined as those operating more than 65 buses in the San Joaquin Valley Air Basin or South Coast Air Quality Management District, or those operating more than 100 buses elsewhere with populations greater than 200,000) are required to have 25% of new bus purchases as zero emission buses (ZEBs) starting in 2023, 50% of new purchases as ZEBs starting in 2026, and 100% of new purchases as ZEBs starting in 2029. Small transit agencies are required to make 25% of new purchases as ZEBs in 2026 and 100% of new purchases as ZEBs in 2029+. Per the regulation, ZEBs are defined to include battery electric buses and fuel cell buses, but do not include electric trolleybuses which draw power from overhead lines. The Antelope Valley Transit Authority has set a goal to be the first all electric fleet by the end of 2018, ahead of the tightened regulations.

The California Air Resources Board has a page listing air cleaners (many with ionizers) meeting their indoor ozone limit of 0.050 parts per million. From that article:

On October 27, 2017 CARB broke ground on its new state of the art Southern California headquarters. CARB chose the site near the University of California, Riverside, in March 2016 and completed environmental studies in June 2017. Construction costs of $419 million, which include $108 million for specialized laboratory and testing equipment, were approved by the Legislature in July. Of those costs, $154 million comes from fines paid by Volkswagen for air quality violations related to the diesel car cheating case. Additional funds will come from the Motor Vehicle Account, the Air Pollution Control Fund and the Vehicle Inspection Repair Fund. Over a decade of planning has gone into the development of a replacement for CARB’s aging Haagen Smit Laboratory. Opened in 1973 in El Monte, California, the Haagen Smit Laboratory is the site of many of CARB’s groundbreaking efforts to reduce the emissions of cars and trucks, as well as efforts to introduce zero emission and plug in vehicles to California. In 2015, engineers and technicians based at the Haagen Smit Laboratory were instrumental in discovering the infamous VW diesel “defeat device,” leading to the largest emissions control violation settlement in national and California history. The new campus features an extended range of dedicated test cells, including heavy duty testing. There is also workspace for accommodating new test methods for future generations of vehicles, and space for developing enhanced on board diagnostics and portable emissions measurement systems. The facility also includes a separate advanced chemistry laboratory. The Southern California Headquarters’ office and administration space accommodates 460 employees and includes visitor reception and public areas, a press room, flexible conference and workshop space, and a 250 person public auditorium. Sustainability drove the striking architecture and every detail of the campus. Designed by ZGF Architects and built by Hensel Phelps, the new headquarters is built for the future. At 402,000 square feet, it is designed to be the largest Zero Net Energy building in the United States, aided by solar arrays throughout the campus that generate 3.5 Megawatts of electricity, and a chilled beam temperature management system that provides increased energy efficiency and occupant comfort. As a result, the facility achieves Leadership in Energy and Environmental Design (LEED) Platinum certification, and California Green Building Standards Code (CALGreen) Tier 2 standards and is designed to achieve Zero Net Energy performance
On November 18, 2021, CARB dedicated the new Southern California headquarters in honor of former Chair Mary D. Nichols whose career at CARB spanned four decades under three different California governors.