California Air Resources Board

Governance

CARB's governing board is made up of 16 members, with two non-voting members appointed for legislative oversight, one each by the California State Assembly and Senate. Twelve of the 14 voting members are appointed by the governor and are subject to confirmation by the Senate: six from local air districts, four air pollution subject-matter experts, two members of the public, and the Chair. The other two voting members are appointed from environmental justice committees by the Assembly and Senate.

Six of the governor-appointed board members are chosen from regional air pollution control or air quality management districts. Five represent specifically designated districts or groups of districts: the Bay Area Air Quality Management District, San Diego County Air Pollution Control District, San Joaquin Valley Air Pollution Control District, South Coast Air Quality Management District, and one of several designated Sacramento-area districts. The sixth is a board member from any other California air district:

Bay Area AQMD (San Francisco Bay Area), currently Lynda Hopkins

San Diego County APCD, currently Paula Stigler Granados, PhD

San Joaquin Valley APCD, currently Tania Pacheco-Werner, PhD

South Coast AQMD, currently Patricia Lock Dawson

A Sacramento-area district: Sacramento Metropolitan AQMD, Yolo-Solano AQMD, Placer County APCD, Feather River AQMD, or El Dorado County AQMD, currently Eric Guerra

A local air district not specifically named above, currently represented by David Silva

Four governor-appointed board members are subject matter experts in specific fields: automotive engineering, currently Susan Shaheen, PhD; science, agriculture, or law, currently John Eisenhut; medicine, currently John R. Balmes, M.D.; and air pollution control. The governor is also responsible for two appointees from members of the public, and the final governor appointee is the Board's Chair. The first Chair of CARB was Dr. Arie Jan Haagen-Smit, who was previously a professor at the California Institute of Technology and started research into air pollution in 1948. Dr. Haagen-Smit is credited with discovering the source of smog in California, which led to the development of air pollution controls and standards. In honor of his legacy, CARB started the Haagen-Smit Clean Air Awards program in 2001 to recognize individuals who have had significant accomplishments in the field of air quality and climate change.

Organizational structure

CARB is a part of the California Environmental Protection Agency, an organization which reports directly to the Governor's Office in the Executive Branch of California State Government.

CARB has 15 divisions and offices:

Office of the Chair

Executive Office

Office of Community Air Protection

Air Quality Planning and Science Division

Emission Certification and Compliance Division

Enforcement Division

Industrial Strategies Division

Mobile Source Control Division

Mobile Source Laboratory Division

Monitoring and Laboratory Division

Research Division

Sustainable Transportation and Communities Division

Transportation and Toxics Division

Office of Information Services

Administrative Services Division

Air Quality Planning and Science Division

The division assesses the extent of California's air quality problems and the progress being made to abate them, coordinates statewide development of clean air plans and maintains databases pertinent to air quality and emissions. The division's technical support work provides a basis for clean air plans and CARB's regulatory programs. This support includes management and interpretation of emission inventories, air quality data, meteorological data and of air quality modeling.

The Air Quality Planning and Science Division has five branches:

Special Assessment Branch

Emission inventory and Economic Analysis Branch

Modeling & Meteorology Branch

Air quality Planning Branch

Mobile Source Analysis Branch

Consumer Products and Air Quality Assessment Branch

The Atmospheric Modeling & Support Section is one of three sections within the Modeling & Meteorology Branch. The other two sections are the Regional Air Quality Modeling Section and the Meteorology Section.

The air quality and atmospheric pollution dispersion models routinely used by this Section include a number of the models recommended by the U.S. Environmental Protection Agency (EPA). The section uses models which were either developed by CARB or whose development was funded by CARB, such as:

CALPUFF – Originally developed by the Sigma Research Company (SRC) under contract to CARB. Currently maintained by the TRC Solution Company under contract to the U.S. EPA.

CALGRID – Developed by CARB and currently maintained by CARB.

Role in reducing greenhouse gases

The California Air Resources Board is charged with implementing California's comprehensive suite of policies to reduce emissions of greenhouse gases. In part due to CARB, California has successfully decoupled greenhouse gas emissions from economic growth, and achieved its goal of reducing emissions to 1990 levels four years earlier than the target date of 2020.

Alternative Fuel Vehicle Incentive Program

Alternative Fuel Vehicle Incentive Program (also known as Fueling Alternatives) is funded by the California Air Resources Board (CARB), offered throughout the State of California and administered by the California Center for Sustainable Energy (CCSE).

Low-Emission Vehicle Program

The CARB first adopted the Low-Emission Vehicle (LEV) Program standards in 1990 to address smog-forming pollutants, which covered automobiles sold in California from 1994 through 2003. An amendment to the LEV Program, known as LEV II, was adopted in 1999, and covered vehicles for the 2004 through 2014 model years. Greenhouse gas (GHG) emission regulations were adopted in 2004 starting for the 2009 model year, and are named the "Pavley" standards after Assemblymember Fran Pavley, who had written Assembly Bill 1493 in 2002 to establish them. A second amendment, LEV III, was adopted in 2012, and covers vehicles sold from 2015 onward for both smog (superseding LEV II) and GHG (superseding Pavley) emissions. The rules created under the LEV Program have been codified as specific sections in Title 13 of the California Code of Regulations; in general, LEV I is § 1960.1; LEV II is § 1961; Pavley is § 1961.1; LEV III is § 1961.2 (smog-forming pollutants) and 1961.3 (GHG). The ZEV regulations, which were initially part of LEV I, have been broken out separately into § 1962.

For comparison, the average new car sold in 1965 would produce approximately 2,000 lb (910 kg) of hydrocarbons over 100,000 mi (160,000 km) of driving; under the LEV I standards, the average new car sold in 1998 was projected to produce hydrocarbon emissions of 50 lb (23 kg) over the same distance, and under LEV II, the average new car in 2010 would further reduce hydrocarbon emissions to 10 lb (4.5 kg).

In 2005, the California State Assembly passed AB 1229, which required all new vehicles manufactured after January 1, 2009, to bear an Environmental Performance Label, which scored the emissions performance of the vehicle on two scales ranging between 1 (worst) and 10 (best): one for global warming (emissions of GHG such as N2O, CH4, air conditioning refrigerants, and CO2) and one for smog-forming compounds (non-methane organic gases (NMOG), NOx, and HC). The Federal Government followed suit and required a similar "smog score" on new vehicles sold starting in 2013; the standards were realigned for labels applied to 2018 model year vehicles.

The LEV program has established several categories of reduced emissions vehicles. LEV I defined LEV and ULEV vehicles, and added TLEV and Tier 1 temporary classifications that would not be sold after 2003. LEV II added SULEV and PZEV vehicles, and LEV III tightened emission standards. The actual emission levels depend on the standards in use.

Zero-Emission Vehicle Program

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. By the time AB 32 passed in 2006, vehicles complying with PZEV and AT PZEV standards had become commercially successful, and the ZEV program could then shift towards reducing both smog-forming compounds and greenhouse gases.

The next set of ZEV regulations were adopted in 2012 with LEV III. CARB put both LEV and ZEV rules together as the Advanced Clean Cars Program (ACC), adopted in 2012, which included regulations for cars sold through the 2025 model year. The regulations include updates to regulations for LEV III (for smog-forming emissions), LEV III GHG (for greenhouse gas emissions), and ZEV. 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.

OHV Emission Standards

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.

Commercial Harbor Craft Regulation

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.

Low-carbon fuel standard

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.

PHEV Research Center

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

Innovative Clean Transit

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.

Regulation of ozone produced by air cleaners and ionizers

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:

All portable indoor air cleaning devices sold in California must be certified by the California Air Resources Board (CARB). To be certified, air cleaners must be tested for electrical safety and ozone emissions, and meet an ozone emission concentration limit of 0.050 parts per million. For more information about the regulation, visit the air cleaner regulation.

Southern California headquarters, Mary D. Nichols Campus

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 .