The U.S. Environmental Protection Agency (EPA) announced that it will grant a waiver to California to allow the state to regulate greenhouse gas emissions from cars and trucks. Until at least 2016 however, California will pursue the national approach adopted by the Obama Administration. The decision ends a seven-year battle by California to establish standards to limit emissions of carbon dioxide and other greenhouse gases.

In May, the Obama Administration announced that it would set tough, new fuel-economy standards for model year 2012-2016 cars/trucks, and simultaneously reduce carbon dioxide (CO2) emissions through a national standard. The decision ended years of debate between California, the federal government and the automakers.

Fuel economy and CO2 emissions are directly related since CO2 is released in proportion to the amount of carbon-based fuel that is burned. In 2007, the Bush Administration blocked implementation of the California CO2 rule which had been adopted by 13 other states.

The National Highway Traffic Safety Administration (NHTSA) will set Corporate Average Fuel Economy (CAFE) standards for MY 2012-2016 vehicles that nearly match CO2 emission standards adopted by California. The EPA will also establish corresponding CO2 emissions standards using its authority under the Clean Air Act. The average CAFE rating will be 35.5 mpg in 2016, based on a combined 39 mpg rating for passenger cars and 30 mpg for light trucks. The EPA will set a CO2 emissions standard of 250 grams per mile for vehicles sold in 2016, roughly equivalent to 35.5 mpg.

Since the federal standards will not begin until 2012, the waiver technically allows California and other states to enforce their own standards. More importantly, the waiver will permit California to pursue stricter standards after 2016.

For details, contact Stuart Gosswein.

The U.S. Environmental Protection Agency (EPA) announced that it will grant a waiver to California to allow the state to regulate greenhouse gas emissions from cars and trucks. Until at least 2016 however, California will pursue the national approach adopted by the Obama Administration. The decision ends a seven-year battle by California to establish standards to limit emissions of carbon dioxide and other greenhouse gases.

In May, the Obama Administration announced that it would set tough, new fuel-economy standards for model year 2012-2016 cars/trucks, and simultaneously reduce carbon dioxide (CO2) emissions through a national standard. The decision ended years of debate between California, the federal government and the automakers.

Fuel economy and CO2 emissions are directly related since CO2 is released in proportion to the amount of carbon-based fuel that is burned. In 2007, the Bush Administration blocked implementation of the California CO2 rule which had been adopted by 13 other states.

The National Highway Traffic Safety Administration (NHTSA) will set Corporate Average Fuel Economy (CAFE) standards for MY 2012-2016 vehicles that nearly match CO2 emission standards adopted by California. The EPA will also establish corresponding CO2 emissions standards using its authority under the Clean Air Act. The average CAFE rating will be 35.5 mpg in 2016, based on a combined 39 mpg rating for passenger cars and 30 mpg for light trucks. The EPA will set a CO2 emissions standard of 250 grams per mile for vehicles sold in 2016, roughly equivalent to 35.5 mpg.

Since the federal standards will not begin until 2012, the waiver technically allows California and other states to enforce their own standards. More importantly, the waiver will permit California to pursue stricter standards after 2016.

For details, contact Stuart Gosswein.

The U.S. Environmental Protection Agency (EPA) announced that it will grant a waiver to California to allow the state to regulate greenhouse gas emissions from cars and trucks. Until at least 2016 however, California will pursue the national approach adopted by the Obama Administration. The decision ends a seven-year battle by California to establish standards to limit emissions of carbon dioxide and other greenhouse gases.

In May, the Obama Administration announced that it would set tough, new fuel-economy standards for model year 2012-2016 cars/trucks, and simultaneously reduce carbon dioxide (CO2) emissions through a national standard. The decision ended years of debate between California, the federal government and the automakers.

Fuel economy and CO2 emissions are directly related since CO2 is released in proportion to the amount of carbon-based fuel that is burned. In 2007, the Bush Administration blocked implementation of the California CO2 rule which had been adopted by 13 other states.

The National Highway Traffic Safety Administration (NHTSA) will set Corporate Average Fuel Economy (CAFE) standards for MY 2012-2016 vehicles that nearly match CO2 emission standards adopted by California. The EPA will also establish corresponding CO2 emissions standards using its authority under the Clean Air Act. The average CAFE rating will be 35.5 mpg in 2016, based on a combined 39 mpg rating for passenger cars and 30 mpg for light trucks. The EPA will set a CO2 emissions standard of 250 grams per mile for vehicles sold in 2016, roughly equivalent to 35.5 mpg.

Since the federal standards will not begin until 2012, the waiver technically allows California and other states to enforce their own standards. More importantly, the waiver will permit California to pursue stricter standards after 2016.

For details, contact Stuart Gosswein.

The U.S. Environmental Protection Agency (EPA) announced that it will grant a waiver to California to allow the state to regulate greenhouse gas emissions from cars and trucks. Until at least 2016 however, California will pursue the national approach adopted by the Obama Administration. The decision ends a seven-year battle by California to establish standards to limit emissions of carbon dioxide and other greenhouse gases.

In May, the Obama Administration announced that it would set tough, new fuel-economy standards for model year 2012-2016 cars/trucks, and simultaneously reduce carbon dioxide (CO2) emissions through a national standard. The decision ended years of debate between California, the federal government and the automakers.

Fuel economy and CO2 emissions are directly related since CO2 is released in proportion to the amount of carbon-based fuel that is burned. In 2007, the Bush Administration blocked implementation of the California CO2 rule which had been adopted by 13 other states.

The National Highway Traffic Safety Administration (NHTSA) will set Corporate Average Fuel Economy (CAFE) standards for MY 2012-2016 vehicles that nearly match CO2 emission standards adopted by California. The EPA will also establish corresponding CO2 emissions standards using its authority under the Clean Air Act. The average CAFE rating will be 35.5 mpg in 2016, based on a combined 39 mpg rating for passenger cars and 30 mpg for light trucks. The EPA will set a CO2 emissions standard of 250 grams per mile for vehicles sold in 2016, roughly equivalent to 35.5 mpg.

Since the federal standards will not begin until 2012, the waiver technically allows California and other states to enforce their own standards. More importantly, the waiver will permit California to pursue stricter standards after 2016.

For details, contact Stuart Gosswein.

The U.S. Environmental Protection Agency (EPA) announced that it will grant a waiver to California to allow the state to regulate greenhouse gas emissions from cars and trucks. Until at least 2016 however, California will pursue the national approach adopted by the Obama Administration. The decision ends a seven-year battle by California to establish standards to limit emissions of carbon dioxide and other greenhouse gases.

In May, the Obama Administration announced that it would set tough, new fuel-economy standards for model year 2012-2016 cars/trucks, and simultaneously reduce carbon dioxide (CO2) emissions through a national standard. The decision ended years of debate between California, the federal government and the automakers.

Fuel economy and CO2 emissions are directly related since CO2 is released in proportion to the amount of carbon-based fuel that is burned. In 2007, the Bush Administration blocked implementation of the California CO2 rule which had been adopted by 13 other states.

The National Highway Traffic Safety Administration (NHTSA) will set Corporate Average Fuel Economy (CAFE) standards for MY 2012-2016 vehicles that nearly match CO2 emission standards adopted by California. The EPA will also establish corresponding CO2 emissions standards using its authority under the Clean Air Act. The average CAFE rating will be 35.5 mpg in 2016, based on a combined 39 mpg rating for passenger cars and 30 mpg for light trucks. The EPA will set a CO2 emissions standard of 250 grams per mile for vehicles sold in 2016, roughly equivalent to 35.5 mpg.

Since the federal standards will not begin until 2012, the waiver technically allows California and other states to enforce their own standards. More importantly, the waiver will permit California to pursue stricter standards after 2016.

For details, contact Stuart Gosswein.

The U.S. Environmental Protection Agency (EPA) announced that it will grant a waiver to California to allow the state to regulate greenhouse gas emissions from cars and trucks. Until at least 2016 however, California will pursue the national approach adopted by the Obama Administration. The decision ends a seven-year battle by California to establish standards to limit emissions of carbon dioxide and other greenhouse gases.

In May, the Obama Administration announced that it would set tough, new fuel-economy standards for model year 2012-2016 cars/trucks, and simultaneously reduce carbon dioxide (CO2) emissions through a national standard. The decision ended years of debate between California, the federal government and the automakers.

Fuel economy and CO2 emissions are directly related since CO2 is released in proportion to the amount of carbon-based fuel that is burned. In 2007, the Bush Administration blocked implementation of the California CO2 rule which had been adopted by 13 other states.

The National Highway Traffic Safety Administration (NHTSA) will set Corporate Average Fuel Economy (CAFE) standards for MY 2012-2016 vehicles that nearly match CO2 emission standards adopted by California. The EPA will also establish corresponding CO2 emissions standards using its authority under the Clean Air Act. The average CAFE rating will be 35.5 mpg in 2016, based on a combined 39 mpg rating for passenger cars and 30 mpg for light trucks. The EPA will set a CO2 emissions standard of 250 grams per mile for vehicles sold in 2016, roughly equivalent to 35.5 mpg.

Since the federal standards will not begin until 2012, the waiver technically allows California and other states to enforce their own standards. More importantly, the waiver will permit California to pursue stricter standards after 2016.

For details, contact Stuart Gosswein.

The National Highway Traffic Safety Administration (NHTSA) denied a longstanding petition by General Motors that the agency mandate installation of daytime running lamps (DRLs) on all new light-duty vehicles. The NHTSA’s decision was based on study results which it found did not provide substantial evidence of an overall safety benefit, although the lighting equipment may be beneficial under certain scenarios.

The NHTSA will continue to maintain a neutral position on the technology and allow manufacturers to make individual decisions on whether to install DRLs.  

The GM petition was submitted in 2001, but the topic dates back to at least 1988 when the NHTSA rejected a similar petition. In 1993, the NHTSA allowed automakers to voluntarily install DRLs and established corresponding performance criteria to address potential glare. The decision preempted any state laws which may have inadvertently prohibited the lighting equipment.

A number of other countries require DRLs or that motorists drive with lights on during the daytime. The countries are predominantly farther north where sunlight is more limited during the winter months (ex: Canada and Scandinavian countries).

For details, contact Steve McDonald.  

The National Highway Traffic Safety Administration (NHTSA) denied a longstanding petition by General Motors that the agency mandate installation of daytime running lamps (DRLs) on all new light-duty vehicles. The NHTSA’s decision was based on study results which it found did not provide substantial evidence of an overall safety benefit, although the lighting equipment may be beneficial under certain scenarios.

The NHTSA will continue to maintain a neutral position on the technology and allow manufacturers to make individual decisions on whether to install DRLs.  

The GM petition was submitted in 2001, but the topic dates back to at least 1988 when the NHTSA rejected a similar petition. In 1993, the NHTSA allowed automakers to voluntarily install DRLs and established corresponding performance criteria to address potential glare. The decision preempted any state laws which may have inadvertently prohibited the lighting equipment.

A number of other countries require DRLs or that motorists drive with lights on during the daytime. The countries are predominantly farther north where sunlight is more limited during the winter months (ex: Canada and Scandinavian countries).

For details, contact Steve McDonald.  

The U.S. Environmental Protection Agency (EPA) has added 128 substances to the list of chemicals sometimes found in aerosol paints that emit volatile organic compounds (VOCs). The primary substances include formaldehyde, ethanol, benzene, propane and vinyl chloride. VOCs react with nitrogen oxides in the presence of sunlight to form ground-level ozone, which has been linked to respiratory ailments. 

Spray paint manufacturers must now determine whether their products contain the newly-added substances and still comply with aerosol coating emissions limits.  

Starting in January 2009, the EPA began limiting VOC emissions from aerosols such as spray paints, primers and clear coatings. The EPA rule, issued in 2007, is similar to a California standard and applies to manufacturers and distributors of aerosol products which are used for both industrial applications and by “do-it-yourselfers.”

The rule focuses on encouraging manufacturers to use less reactive VOC ingredients in their product formulas since certain chemicals are less likely to produce ozone. Toluene and xylene were specific targets of the rule.  

According to the EPA, nearly 85% of the spray paints used in the United States in 2007 were produced by three companies, and the aerosol coatings already complied with the California regulations. Companies subject to the rule must inform the EPA every three years regarding the amount of VOCs in their products.

Manufacturers that make limited quantities of aerosol spray paints containing VOCs (less than 7,500 kilograms/8.3 tons) on an annual basis are exempt from the regulation. Companies that have not previously manufactured or distributed aerosol paints in California have until January 2011 to comply with the EPA rule.  

For details, contact Stuart Gosswein.  

The U.S. Environmental Protection Agency (EPA) has added 128 substances to the list of chemicals sometimes found in aerosol paints that emit volatile organic compounds (VOCs). The primary substances include formaldehyde, ethanol, benzene, propane and vinyl chloride. VOCs react with nitrogen oxides in the presence of sunlight to form ground-level ozone, which has been linked to respiratory ailments. 

Spray paint manufacturers must now determine whether their products contain the newly-added substances and still comply with aerosol coating emissions limits.  

Starting in January 2009, the EPA began limiting VOC emissions from aerosols such as spray paints, primers and clear coatings. The EPA rule, issued in 2007, is similar to a California standard and applies to manufacturers and distributors of aerosol products which are used for both industrial applications and by “do-it-yourselfers.”

The rule focuses on encouraging manufacturers to use less reactive VOC ingredients in their product formulas since certain chemicals are less likely to produce ozone. Toluene and xylene were specific targets of the rule.  

According to the EPA, nearly 85% of the spray paints used in the United States in 2007 were produced by three companies, and the aerosol coatings already complied with the California regulations. Companies subject to the rule must inform the EPA every three years regarding the amount of VOCs in their products.

Manufacturers that make limited quantities of aerosol spray paints containing VOCs (less than 7,500 kilograms/8.3 tons) on an annual basis are exempt from the regulation. Companies that have not previously manufactured or distributed aerosol paints in California have until January 2011 to comply with the EPA rule.  

For details, contact Stuart Gosswein.