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California Air Resources Board (CARB) is the "clean air agency" of the state of California in the United States. Established originally in 1967, it is a part of the California Environmental Protection Agency, an organization which reports directly to the California Governor's Office.

The stated goals of CARB include attaining and maintaining healthy air quality; protecting the public from exposure to toxic air contaminants; and providing innovative approaches for complying with air pollution rules and regulations.

The governing board is made up of eleven members appointed by the state's governor. Half of the appointees are experts in professional and science fields such as medicine, chemistry, physics, meteorology, engineering, business, and law. Others represent the pollution control agencies of regional districts within California - Los Angeles, California region, San Francisco Bay area, San Diego, the San Joaquin Valley, and other districts.

CARB's Organizational Structure CARB has nine major Divisions: CARB's Divisions



Planning and Technical Support Division The Planning and Technical Support 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. CARB's Planning and Technical Support Division

The Planning and Technical Support Division has five branches:



Atmospheric Modeling & Support Section 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 dispersion modeling www.crcpress.com www.air-dispersion.com routinely used by this Section include a number of the models recommended by the United States Environmental Protection Agency.Compilation of atmospheric dispersion models The Section also uses models which were either developed by CARB or whose development was funded by CARB, such as:



Role in Reducing Greenhouse Gases California Climate Change Legislation & Executive Orders includes http://climatechange.ca.gov/documents/index.html#legislation:



AB 32 In September 2006, the California legislature passed AB 32, the Global Warming Solutions Act of 2006 Text of AB 32 with the goal of reducing man-made California greenhouse gas emissions (1.4% of global emissions in 2004Brown, Susan J. "California Greenhouse Gas Emissions Trends and Selected Policy Options" (Slide presentation). California Energy Commission. ) back to 1990 emission levels by 2020. The legislation grants the Air Resource Board extraordinary powers to set policies, draw up regulations, lead the enforcement effort, levy ]s and fees to finance it and punish violators. The technical and regulatory requirements are far reaching. Some of this sweeping regulation is being challenged in the courts. By making clean low-carbon technology more attractive, and giving California a head start on its development, it has the potential to significantly affecting and promote the long-term prosperity and lifestyle of all Californians.

AB 1493 It is the successor Bill (proposed law) to AB 1058, was enacted on July 22, 2002 by Governor Gray Davis and mandates that the California Air Resources Board (CARB) develop and implement greenhouse gas limits for vehicles beginning in model year 2009. Subsequently, as directed by AB 1493, the CARB on September 24, 2004 approved regulations limiting the amount of greenhouse gas that may be released from new passenger cars, SUVs and pickup trucks sold in California in model year 2009. The automotive industry has sued, claiming this is simply a way to impose gas mileage standards on automobiles--a field already preempted by federal rules. The case is working its way through the court system. The CARB staff's analysis has concluded that the new rules will result in savings for vehicle buyers through lower fuel expenses that will more than offset the increased initial costs of new vehicles. Critics claim that these will only work if serious reductions are made in automobile and truck sizes.

California standard uses grams per mile average CO2-equivalent value, which means that emissions of the various greenhouse gases are weighted to take into account their differing impact on climate change (i.e. maximum 323 in 2009 and 205 g/mi in 2016 for passenger cars) Notice, the final rulemaking package was approved by OAL and filed with the Secretary of the State on September 15, 2005 -it became operative on October 15, 2005- and Final Regulation Order that amends the California Code of Regulations..

Controversy Warning: This section does not cite many of its sources, and relies perhaps a bit too much on one user's opinion on the subject. It does not represent a global/worldwide wiki-view on the topic.

CARB has been implicated in helping the automotive industry phase out the market for Battery electric vehicle. In the early 1990s, CARB passed regulations requiring a minimum percentage of Zero Emission Vehicles to be sold in California, up to ten percent by 2003. The auto industry did develop several vehicles in anticipation of meeting this target, most prominently the EV1 by General Motors. However, fierce opposition and intensive lobbying led by the automotive industry eventually persuaded CARB to drop the ZEV mandate. Shortly after, the automobile companies destroyed the electric vehicle fleets that had been leased to consumers. The story was documented in the movie Who Killed the Electric Car?.

Since then (2007), the public market has shown great enthusiasm for hybrid cars, such as the EV1. No other zero emission electric car has been manufactured by a major automaker since.

Real world controversy -Internal combustion engines, as used in automobiles, when fuel and ignition are correctly set for best and smoothest power, exhaust CO2% rates of 9.9% to 10.1% by volume are produced. When California Air Resources Board (aka CARB) regulations regarding CO% and HC% are imposed, the CO2% rises to 12% to 15% by volume.CARB is now responsible for conflicting goals.By requiring "lean burn", traditionally "clean" engines, CARB requirements increase CO2% emissions. To decrease CO2% in a lean burn engine, the manufactures must retard ignition timing and that decreases fuel mileage or richen fuel delivery rates slightly and that increases CO% emissions.

CARB does not promote actual user improvement in emissions performance. CARB requires, under penalty of law, that an automobile owner can NOT modify the vehicle to improve emissions, effectively limiting improvements to emissions rates.

While the original CARB may have been a good concept, with Los Angeles incredible smog problem being the primary focus, CARB influence has crept throughout the entire state and is currently one of California's most powerful, unoverseen California agencies requiring multiple non cost-effective programs.

Similar law States with similar limits are: New York, Massachusetts, Connecticut, Vermont, Rhode Island, Maine, and New Jersey.

Florida will begin stricter emission laws in 2008.

As of Sept. 2007, Florida has done a flip-flop on emissions testing. The State purchased almost 70 emissions dynamometers and set up testing facilities in the early 90's and then, several years later, abandoned the entire state owned dynamometer emissions program and auctioned the systems off as surplus state equipment around 2002-2003, costing Florida taxpayers millions. $80,000 virtually unused units sold for as little as $5,000 at auction.

In 2006, California governor Arnold Schwarzenegger has expressed interest in California joining the Regional Greenhouse Gas Initiativehttp://gov.ca.gov/index.php?/press-release/4447

See also

References

External links

California Air Resources Board (CARB) is the "clean air agency" of the state of California in the United States. Established originally in 1967, it is a part of the California Environmental Protection Agency, an organization which reports directly to the California Governor's Office.

The stated goals of CARB include attaining and maintaining healthy air quality; protecting the public from exposure to toxic air contaminants; and providing innovative approaches for complying with air pollution rules and regulations.

The governing board is made up of eleven members appointed by the state's governor. Half of the appointees are experts in professional and science fields such as medicine, chemistry, physics, meteorology, engineering, business, and law. Others represent the pollution control agencies of regional districts within California - Los Angeles, California region, San Francisco Bay area, San Diego, the San Joaquin Valley, and other districts.

CARB's Organizational Structure CARB has nine major Divisions: CARB's Divisions



Planning and Technical Support Division The Planning and Technical Support 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. CARB's Planning and Technical Support Division

The Planning and Technical Support Division has five branches:



Atmospheric Modeling & Support Section 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 dispersion modeling www.crcpress.com www.air-dispersion.com routinely used by this Section include a number of the models recommended by the United States Environmental Protection Agency.Compilation of atmospheric dispersion models The Section also uses models which were either developed by CARB or whose development was funded by CARB, such as:



Role in Reducing Greenhouse Gases California Climate Change Legislation & Executive Orders includes http://climatechange.ca.gov/documents/index.html#legislation:



AB 32 In September 2006, the California legislature passed AB 32, the Global Warming Solutions Act of 2006 Text of AB 32 with the goal of reducing man-made California greenhouse gas emissions (1.4% of global emissions in 2004Brown, Susan J. "California Greenhouse Gas Emissions Trends and Selected Policy Options" (Slide presentation). California Energy Commission. ) back to 1990 emission levels by 2020. The legislation grants the Air Resource Board extraordinary powers to set policies, draw up regulations, lead the enforcement effort, levy ]s and fees to finance it and punish violators. The technical and regulatory requirements are far reaching. Some of this sweeping regulation is being challenged in the courts. By making clean low-carbon technology more attractive, and giving California a head start on its development, it has the potential to significantly affecting and promote the long-term prosperity and lifestyle of all Californians.

AB 1493 It is the successor Bill (proposed law) to AB 1058, was enacted on July 22, 2002 by Governor Gray Davis and mandates that the California Air Resources Board (CARB) develop and implement greenhouse gas limits for vehicles beginning in model year 2009. Subsequently, as directed by AB 1493, the CARB on September 24, 2004 approved regulations limiting the amount of greenhouse gas that may be released from new passenger cars, SUVs and pickup trucks sold in California in model year 2009. The automotive industry has sued, claiming this is simply a way to impose gas mileage standards on automobiles--a field already preempted by federal rules. The case is working its way through the court system. The CARB staff's analysis has concluded that the new rules will result in savings for vehicle buyers through lower fuel expenses that will more than offset the increased initial costs of new vehicles. Critics claim that these will only work if serious reductions are made in automobile and truck sizes.

California standard uses grams per mile average CO2-equivalent value, which means that emissions of the various greenhouse gases are weighted to take into account their differing impact on climate change (i.e. maximum 323 in 2009 and 205 g/mi in 2016 for passenger cars) Notice, the final rulemaking package was approved by OAL and filed with the Secretary of the State on September 15, 2005 -it became operative on October 15, 2005- and Final Regulation Order that amends the California Code of Regulations..

Controversy Warning: This section does not cite many of its sources, and relies perhaps a bit too much on one user's opinion on the subject. It does not represent a global/worldwide wiki-view on the topic.

CARB has been implicated in helping the automotive industry phase out the market for Battery electric vehicle. In the early 1990s, CARB passed regulations requiring a minimum percentage of Zero Emission Vehicles to be sold in California, up to ten percent by 2003. The auto industry did develop several vehicles in anticipation of meeting this target, most prominently the EV1 by General Motors. However, fierce opposition and intensive lobbying led by the automotive industry eventually persuaded CARB to drop the ZEV mandate. Shortly after, the automobile companies destroyed the electric vehicle fleets that had been leased to consumers. The story was documented in the movie Who Killed the Electric Car?.

Since then (2007), the public market has shown great enthusiasm for hybrid cars, such as the EV1. No other zero emission electric car has been manufactured by a major automaker since.

Real world controversy -Internal combustion engines, as used in automobiles, when fuel and ignition are correctly set for best and smoothest power, exhaust CO2% rates of 9.9% to 10.1% by volume are produced. When California Air Resources Board (aka CARB) regulations regarding CO% and HC% are imposed, the CO2% rises to 12% to 15% by volume.CARB is now responsible for conflicting goals.By requiring "lean burn", traditionally "clean" engines, CARB requirements increase CO2% emissions. To decrease CO2% in a lean burn engine, the manufactures must retard ignition timing and that decreases fuel mileage or richen fuel delivery rates slightly and that increases CO% emissions.

CARB does not promote actual user improvement in emissions performance. CARB requires, under penalty of law, that an automobile owner can NOT modify the vehicle to improve emissions, effectively limiting improvements to emissions rates.

While the original CARB may have been a good concept, with Los Angeles incredible smog problem being the primary focus, CARB influence has crept throughout the entire state and is currently one of California's most powerful, unoverseen California agencies requiring multiple non cost-effective programs.

Similar law States with similar limits are: New York, Massachusetts, Connecticut, Vermont, Rhode Island, Maine, and New Jersey.

Florida will begin stricter emission laws in 2008.

As of Sept. 2007, Florida has done a flip-flop on emissions testing. The State purchased almost 70 emissions dynamometers and set up testing facilities in the early 90's and then, several years later, abandoned the entire state owned dynamometer emissions program and auctioned the systems off as surplus state equipment around 2002-2003, costing Florida taxpayers millions. $80,000 virtually unused units sold for as little as $5,000 at auction.

In 2006, California governor Arnold Schwarzenegger has expressed interest in California joining the Regional Greenhouse Gas Initiativehttp://gov.ca.gov/index.php?/press-release/4447

See also

References

External links



 

California Air Resources Board



 
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