The California Legislature passed AB 32, the California Global Warming Solutions Act of 2006, on August 31, 2006, the very last day of the legislative session.
California has had a long history of using state legislation in order to regulate automobile air pollution and promote energy efficiency.
1941: California first took interest in air pollution because of smog in Los Angeles.
1967: U.S. Congress passed the Motor Vehicles Air Pollution Control Act.
1988: "Climate Change" first surfaces as a policy issue when the legislature passed AB 4420. This bill was introduced by Assemblyman Byron Sher and called for the formation of an inventory of Greenhouse Gas (GHG) emissions from all sources in California. Also tied to the bill was an assessment of how global warming might affect the state’s energy supply and demand, as well as environment, economy, and agriculture and water supply. It also requested policies to avoid, reduce and address the impacts.
1989 ~ 1991: In a series of reports prepared by the CEC recommendations include promoting: renewable electricity generation and biomass-based fuels; energy efficiency; reducing vehicle miles traveled; and expanding land use planning to better manage demand for transportation. It also included improving forestry and livestock management and solid waste recycling.
1998: then Senator Byron Sher introduced Senate Bill 1941 which would require the CEC to establish an inventory of GHG emissions in California; to provide information to state, regional as well as local agencies on the cost –effective and technically feasible methods for reducing emissions; and to form an interagency task force that would make sure that the policies affecting climate change would be coordinated at the state level. The bill did get past the legislature but was ultimately vetoed by Governor Wilson. Governor Wilson deemed it unnecessary because the CEC had just recently updated the GHG emissions in California.
2000: Senator Sher got a subsequent bill, SB 1771 passed which established a public benefit nonprofit corporation, the California Climate Action Registry, to record and register voluntary GHG emission reductions that had taken place since 1990.
2001: Another climate related law authored by Senator Sher , SB 1170, was passed requiring the CEC, CARB and the California Department of General Services to develop and adopt fuel-efficiency specifications governing the state’s purchase of motor vehicles and tires, with the ultimate goal of reducing the state fleet’s fuel consumption by 10% by 2005. AB 2076 also went into affect that year addressing public concerns about the uncertainty of the price of gas, gas supply shortages and the frequency of refinery outages. This bill required CARB and the CEC to prepare a report detailing how California might reduce its petroleum dependence in the future.
2002: California's focus was on collecting "climate change" data and developing recommendations and not on regulation until the enactment of Assembly Bill 1493 which required CARB to adopt regulations to reduce GHG emissions by new motor vehicles sold in California. The bill came under extreme fire from General Motors, the Alliance of Automobile Manufactures and the California Chamber of Commerce, who all argued that it was the in fact regulation of the fuel economy, which is preempted by the federal law. The bill stalled in May of 2002 but was revived in June and barely passed the Assembly and the Senate. It was signed it into law a few weeks later by then Governor Davis. Later in the year the California legislature passes SB 1078, once again introduced by Senator Sher, which requires California to generate 20% of its electricity from renewable energy no later than 2017. No other state has this strict of policy. The California electricity crisis of 2000-2001 was a pivotal event for Davis. The crisis was a combination of inept deregulation and market manipulation by energy suppliers which caused wholesale electric prices to rise dramatically and ultimately drove the state’s largest electric utility, PG&E, into bankruptcy. Davis won his bid for re-election but ran into trouble less than one month after his victory.
2003: California’s state budget had been falling into a deficit in the aftermath of the dot-com-boom. An announcement came in December of 2002 that the deficit might reach as much as $35 billion, almost $14 billion higher than the forecast one month prior. This deficit would be larger than all 49 other states combined! A recall petition was underway to recall Davis by February 2003. Davis lost the recall election to his opponent, Arnold Schwarzenegger in October 2003. Schwarzenegger was a successful movie star and body builder but he had no previous experience in the political arena. He was elected on the platform of being a moderate republican and appointed a key environmental advisor, Terry Tamminen, as Secretary of CalEPA in November 2003.
2004: Governor Schwarzenegger announces his “Hydrogen Highway” initiative for California making it clear that he was gearing up for a major policy initiative on climate change in California.
2005: As speculation arose among the environmental community of a significant announcement from the Governor’s office on climate change policy, Schwarzenegger let it be known that he would unveil his plan in San Francisco on June 1, 2005, at the United Nations World Environment Day and 50th anniversary of the founding of the United Nations. The governor then signed Executive Order S-3-05, establishing the following GHG reduction targets for California: reduce emissions to the level in 2000 by 2010; by 2020, reduce emissions to the level in 1990; and by 2050, reduce emissions to 80% below the level in 1990. At this same time Schwarzenegger made another significant change: now CalEPA would be the state’s lead agency for climate affairs, and the Joint Agency Climate Team chaired by a CEC Commissioner would now be chaired by the Secretary of CalEPA, Terry Tamminen.
2006: During the summer months the California Legislature considered AB 32 with supporters and business opponents (the Chamber of Commerce and the Western State’s Petroleum Association) arguing that global warming aka "climate change" is not a local problem and should only be regulated by the federal government. The supporters of AB 32 fired back that by itself, California is the 12th largest source of GHG emissions and it has been the leader in setting standards for the regulation of air pollution and energy efficiency not only in the United States but internationally as well. Supporters continued to argue that by acting now, California couldbecome a leader in the emerging global market for GHG control technologies, thus leading to economic growth within the state. On a separate level another argument developed between the Legislature and Governor Schwarzenegger with the Administration wanting certain provisions to be added to AB 32, and the Governor making it clear that he would not sign the bill if the provisions were not in it. The provisions were rejected and this lead to a stalemate. Three specific issues were at the core: which agency would implement the emissions cap; what role would emission trading play in the implementation; and provisions for a “safety valve” if the economy was suffering as a result of the bill. Interestingly, the structure of AB 32 was very similar to AB1493 in that it set a goal of reducing statewide GHG emissions to their 1990 level by 2020. However, it left the details of how the goal would be achieved to be determined by an entity in the Executive Branch and the Governor wanted the Climate Action Team led by CalEPA to be that entity. The stalemate between the Governor and the Democrats continued. With the 2005-2006 Legislative Session ending on August 31 an agreement was reached on August 30 with the Democrats getting their way on CARB as the implementing agency and the Governor getting his way on the “safety valve” to relax the regulations if there were going to be harmful economic consequences. On September 27, 2006 AB 32 was signed into law by Governor Schwarzenegger.
California has had a long history of using state legislation in order to regulate automobile air pollution and promote energy efficiency.
1941: California first took interest in air pollution because of smog in Los Angeles.
1945: City of Los Angeles passed an ordinance setting limits on industrial smoke emissions, which were believed to be the cause of the acrid haze, and formed an air pollution control unit inside the municipal Health Department.
1947: LA passed a law creating county level Air Pollution Control Districts (APCD) and the Los Angeles Co. APCD. 1950: Pollution problem was identified as a photochemical reaction converting certain pollutants mostly from motor vehicles and refineries into smog.
1955: Problem had finally been confirmed and motor vehicle emissions were recognized as the primary contributing factor.
1960: California established the Motor Vehicle Pollution Control Board to test and certify special devices for installation on all cars sold in California.
1963: All vehicles sold in California had to have positive crankcase ventilation. (The first emission controls in the nation.)
1966: California Motor Vehicle Board adopted tailpipe emission standards for carbon monoxide and hydrocarbon. It was this time that the California Highway Patrol began performing random inspections of vehicle smog control devices.1967: U.S. Congress passed the Motor Vehicles Air Pollution Control Act.
1967: California Air Resources Board (CARB) was created as an agency under the California Environmental Protection Agency that reports directly to the Governor as a cabinet position.
Early 1970’s: California’s involvement in energy efficiency regulation began. Environmentalists believed that the California Public Utility Commission (CPUC) was not doing a good job of dealing with the larger issues of supply and demand of energy in California.
1973: California's Democrat-controlled legislature passed a bill to create an Energy Commission that would predict energy demand, take steps to reduce the demand through conservation, and oversee the approval process for any new power plants. This proposed legislation was promptly vetoed by then Governor Ronald Reagan.
1973: OPEC oil embargo created an energy shortage and energy prices skyrocketed which caused Governor Reagan to request a nearly identical bill to the one he had previously vetoed. The Warren-Alquist Act was passed by the California Assembly and it signed into law in May 1974
1974: Professors at UC Berkley created an interdisciplinary graduate program called the Energy and Resources Group (ERG) and the American Physical Society sponsored a study of energy efficiency that ultimately led to the birth of a landmark text called Efficient Use of Energy (1975). Now the hot topic was on energy efficient buildings: lighting, windows, heating and air-conditioning equipment. At this same time, the California Energy Commission (CEC) is created and begins drafting building energy-efficiency performance standards but quickly realized they needed much more scientific research to complete their task. The CEC joined forces with Berkley physics professor Art Rosenfeld and the Lawrence Berkley National Laboratory (LBNL) and formulated what became known as “Title 24” building standards in 1977. For over 30 years the CEC has funded research by academic engineers and scientists to establish a foundation for energy efficiency regulations that CEC presides over.1988: "Climate Change" first surfaces as a policy issue when the legislature passed AB 4420. This bill was introduced by Assemblyman Byron Sher and called for the formation of an inventory of Greenhouse Gas (GHG) emissions from all sources in California. Also tied to the bill was an assessment of how global warming might affect the state’s energy supply and demand, as well as environment, economy, and agriculture and water supply. It also requested policies to avoid, reduce and address the impacts.
1989 ~ 1991: In a series of reports prepared by the CEC recommendations include promoting: renewable electricity generation and biomass-based fuels; energy efficiency; reducing vehicle miles traveled; and expanding land use planning to better manage demand for transportation. It also included improving forestry and livestock management and solid waste recycling.
1998: then Senator Byron Sher introduced Senate Bill 1941 which would require the CEC to establish an inventory of GHG emissions in California; to provide information to state, regional as well as local agencies on the cost –effective and technically feasible methods for reducing emissions; and to form an interagency task force that would make sure that the policies affecting climate change would be coordinated at the state level. The bill did get past the legislature but was ultimately vetoed by Governor Wilson. Governor Wilson deemed it unnecessary because the CEC had just recently updated the GHG emissions in California.
2000: Senator Sher got a subsequent bill, SB 1771 passed which established a public benefit nonprofit corporation, the California Climate Action Registry, to record and register voluntary GHG emission reductions that had taken place since 1990.
2001: Another climate related law authored by Senator Sher , SB 1170, was passed requiring the CEC, CARB and the California Department of General Services to develop and adopt fuel-efficiency specifications governing the state’s purchase of motor vehicles and tires, with the ultimate goal of reducing the state fleet’s fuel consumption by 10% by 2005. AB 2076 also went into affect that year addressing public concerns about the uncertainty of the price of gas, gas supply shortages and the frequency of refinery outages. This bill required CARB and the CEC to prepare a report detailing how California might reduce its petroleum dependence in the future.
2002: California's focus was on collecting "climate change" data and developing recommendations and not on regulation until the enactment of Assembly Bill 1493 which required CARB to adopt regulations to reduce GHG emissions by new motor vehicles sold in California. The bill came under extreme fire from General Motors, the Alliance of Automobile Manufactures and the California Chamber of Commerce, who all argued that it was the in fact regulation of the fuel economy, which is preempted by the federal law. The bill stalled in May of 2002 but was revived in June and barely passed the Assembly and the Senate. It was signed it into law a few weeks later by then Governor Davis. Later in the year the California legislature passes SB 1078, once again introduced by Senator Sher, which requires California to generate 20% of its electricity from renewable energy no later than 2017. No other state has this strict of policy. The California electricity crisis of 2000-2001 was a pivotal event for Davis. The crisis was a combination of inept deregulation and market manipulation by energy suppliers which caused wholesale electric prices to rise dramatically and ultimately drove the state’s largest electric utility, PG&E, into bankruptcy. Davis won his bid for re-election but ran into trouble less than one month after his victory.
2003: California’s state budget had been falling into a deficit in the aftermath of the dot-com-boom. An announcement came in December of 2002 that the deficit might reach as much as $35 billion, almost $14 billion higher than the forecast one month prior. This deficit would be larger than all 49 other states combined! A recall petition was underway to recall Davis by February 2003. Davis lost the recall election to his opponent, Arnold Schwarzenegger in October 2003. Schwarzenegger was a successful movie star and body builder but he had no previous experience in the political arena. He was elected on the platform of being a moderate republican and appointed a key environmental advisor, Terry Tamminen, as Secretary of CalEPA in November 2003.
2004: Governor Schwarzenegger announces his “Hydrogen Highway” initiative for California making it clear that he was gearing up for a major policy initiative on climate change in California.
2005: As speculation arose among the environmental community of a significant announcement from the Governor’s office on climate change policy, Schwarzenegger let it be known that he would unveil his plan in San Francisco on June 1, 2005, at the United Nations World Environment Day and 50th anniversary of the founding of the United Nations. The governor then signed Executive Order S-3-05, establishing the following GHG reduction targets for California: reduce emissions to the level in 2000 by 2010; by 2020, reduce emissions to the level in 1990; and by 2050, reduce emissions to 80% below the level in 1990. At this same time Schwarzenegger made another significant change: now CalEPA would be the state’s lead agency for climate affairs, and the Joint Agency Climate Team chaired by a CEC Commissioner would now be chaired by the Secretary of CalEPA, Terry Tamminen.
2006: During the summer months the California Legislature considered AB 32 with supporters and business opponents (the Chamber of Commerce and the Western State’s Petroleum Association) arguing that global warming aka "climate change" is not a local problem and should only be regulated by the federal government. The supporters of AB 32 fired back that by itself, California is the 12th largest source of GHG emissions and it has been the leader in setting standards for the regulation of air pollution and energy efficiency not only in the United States but internationally as well. Supporters continued to argue that by acting now, California couldbecome a leader in the emerging global market for GHG control technologies, thus leading to economic growth within the state. On a separate level another argument developed between the Legislature and Governor Schwarzenegger with the Administration wanting certain provisions to be added to AB 32, and the Governor making it clear that he would not sign the bill if the provisions were not in it. The provisions were rejected and this lead to a stalemate. Three specific issues were at the core: which agency would implement the emissions cap; what role would emission trading play in the implementation; and provisions for a “safety valve” if the economy was suffering as a result of the bill. Interestingly, the structure of AB 32 was very similar to AB1493 in that it set a goal of reducing statewide GHG emissions to their 1990 level by 2020. However, it left the details of how the goal would be achieved to be determined by an entity in the Executive Branch and the Governor wanted the Climate Action Team led by CalEPA to be that entity. The stalemate between the Governor and the Democrats continued. With the 2005-2006 Legislative Session ending on August 31 an agreement was reached on August 30 with the Democrats getting their way on CARB as the implementing agency and the Governor getting his way on the “safety valve” to relax the regulations if there were going to be harmful economic consequences. On September 27, 2006 AB 32 was signed into law by Governor Schwarzenegger.