Opinion ID: 715640
Heading Depth: 2
Heading Rank: 1

Heading: State and Federal Regulations

Text: 5 In general, state regulation of automotive tailpipe emissions is preempted by the federal Clean Air Act. CAA § 209(a), 42 U.S.C. § 7543(a). A unique exception was made for California, because of that state's early efforts to control its particularly severe air quality problems. CAA § 209(b) (as amended), 42 U.S.C. § 7543(b); see S.Rep. No. 403, 90th Cong., 1st Sess. 33 (1967) (explaining origin of preemption provision). Under § 209(b), California may adopt its own emissions standards, subject to approval by the Environmental Protection Agency (EPA), the agency responsible for enforcing the federal standards. 42 U.S.C. § 7543(b). California's power to enforce its own standards through certification and recall procedures parallel to but harsher than the EPA's means in effect that manufacturers may be forced to design two separate versions of a given vehicle--a California car, and a federal or 49-state car. The Act also generally preempts state regulation of motor vehicle fuels, although states may establish such regulations subject to EPA approval. See § 211(c)(4)(A), (C), 42 U.S.C. § 7545(c)(4)(A), (C). Here too, California is exempt from federal preemption: it may regulate fuel standards without seeking approval from the EPA. See § 211(c)(4)(B), 42 U.S.C. § 7545(c)(4)(B). 6 In 1977 Congress added § 177 to the Act to permit other states desiring more stringent air quality control measures to piggyback on California's exemption by adopting emissions control standards identical to the California standards for which a waiver has been granted. Clean Air Act Amendments of 1977, Pub.L. No. 95-95, § 129(b), 91 Stat. 685, 745, 750 (codified as amended at 42 U.S.C. § 7507). As part of the 1990 amendments to the Clean Air Act--and out of concern for the potential economic burden on the auto industry--Congress strengthened the identicality provision by adding new language to § 177. The new language specifies that a piggybacking state may neither limit the sale of California-certified vehicles nor take any action of any kind to create, or have the effect of creating, a motor vehicle or motor vehicle engine different than a motor vehicle or engine certified in California under California standards (a 'third vehicle') or otherwise create such a 'third vehicle'. Clean Air Act Amendments of 1990, Pub.L. No. 101-549, § 232, 104 Stat. 2399, 2529 (emphasis added) (codified at 42 U.S.C. § 7507). 7 In September 1990 the California Air Resources Board (CARB) adopted an innovative air quality program treating vehicle emissions and fuels as two components of a single regulatory system--the Low-Emission Vehicles/Clean Fuels (LEV/CF) program. CARB Res. 90-58 (Sept. 28, 1990); Cal.Code Regs. tit. 13, §§ 1950-2317 (codification of LEV and CF regulations); see also Mobile Source Div. & Stationary Source Div., CARB, Initial Statement of Proposed Rulemaking for Low-Emission Vehicles and Clean Fuels (August 13, 1990). New York adopted the low emission vehicles component of California's program through DEC regulations effective in May of 1992. See N.Y. Comp.Codes R. & Regs. tit. 6, pt. 218. However, New York did not adopt California's fuel program and continues to permit the sale and use of high-sulfur gasoline. 8