{"id":23859,"date":"2024-12-09T14:43:58","date_gmt":"2024-12-09T19:43:58","guid":{"rendered":"https:\/\/blogs.law.columbia.edu\/climatechange\/?p=23859"},"modified":"2024-12-09T14:43:58","modified_gmt":"2024-12-09T19:43:58","slug":"sabin-center-files-amicus-brief-in-support-of-epas-2024-vehicle-emissions-standards","status":"publish","type":"post","link":"https:\/\/blogs.law.columbia.edu\/climatechange\/2024\/12\/09\/sabin-center-files-amicus-brief-in-support-of-epas-2024-vehicle-emissions-standards\/","title":{"rendered":"Sabin Center Files Amicus Brief in Support of EPA\u2019s 2024 Vehicle Emissions Standards"},"content":{"rendered":"<div style=\"margin-top: 0px; margin-bottom: 0px;\" class=\"sharethis-inline-share-buttons\" ><\/div><p><span style=\"font-weight: 400\"><a href=\"https:\/\/blogs.law.columbia.edu\/climatechange\/files\/2024\/12\/premium_photo-1661962858430-6ff53091ec44.avif\"><img loading=\"lazy\" decoding=\"async\" class=\"wp-image-23862 alignright\" src=\"https:\/\/blogs.law.columbia.edu\/climatechange\/files\/2024\/12\/premium_photo-1661962858430-6ff53091ec44.avif\" alt=\"\" width=\"527\" height=\"351\" \/><\/a>On Friday, December 6, the Sabin Center filed an <a href=\"https:\/\/climate.law.columbia.edu\/sites\/default\/files\/content\/24-1087%20NLC%20&amp;%20USCM%20Amicus%20Brief%20(Dec.%206,%202024)_ECF.pdf\">amicus brief<\/a> on behalf of the National League of Cities and the U.S. Conference of Mayors in support of the U.S. Environmental Protection Agency (EPA) in <\/span><a href=\"https:\/\/climatecasechart.com\/case\/kentucky-v-epa\/\"><i><span style=\"font-weight: 400\">Kentucky v. EPA<\/span><\/i><\/a><span style=\"font-weight: 400\"> as part of our <\/span><a href=\"https:\/\/blogs.law.columbia.edu\/climatechange\/2024\/10\/18\/sabin-center-files-two-amicus-briefs-supporting-epas-2024-power-plant-rules\/\"><span style=\"font-weight: 400\">ongoing amicus efforts<\/span><\/a><span style=\"font-weight: 400\"> to support strong federal climate regulations. The case involves EPA\u2019s 2024 Vehicle Standards<\/span><span style=\"font-weight: 400\"> that set new air pollutant and greenhouse gas (GHG) emissions standards for\u00a0 model year 2027 through 2032 Light- and Medium-Duty Vehicles, which have been challenged by states and industry groups. This case could have a major impact on how and when manufacturers and other entities must reduce their fleet\u2019s GHG and other air pollutant emissions. The Sabin Center\u2019s brief underscores the essential role local governments play in addressing the climate crisis, highlighting their frontline position in mitigating and managing climate impacts.<\/span><\/p>\n<p><b>EPA\u2019s 2024 Vehicle Standards<\/b><\/p>\n<p><span style=\"font-weight: 400\">EPA derives its authority and mandate to promulgate rules regulating \u201cmobile sources\u201d like light- and medium-duty vehicles from Section 202 of the Clean Air Act. <\/span><a href=\"https:\/\/www.law.cornell.edu\/uscode\/text\/42\/7521#\"><span style=\"font-weight: 400\">Section 202<\/span><\/a><span style=\"font-weight: 400\"> requires EPA to establish standards of performance for new motor vehicles that \u201ccause, or contribute to, air pollution which may reasonably be anticipated to endanger public health or welfare.\u201d In 2007, the Supreme Court held in <\/span><a href=\"https:\/\/climatecasechart.com\/case\/massachusetts-v-epa\/\"><i><span style=\"font-weight: 400\">Massachusetts v. EPA<\/span><\/i><\/a> <span style=\"font-weight: 400\">that EPA has the statutory authority to regulate greenhouse gas emissions from new motor vehicles because carbon dioxide (CO<\/span><span style=\"font-weight: 400\">2<\/span><span style=\"font-weight: 400\">) and other GHGs fall within the Clean Air Act\u2019s capacious definition of \u201cair pollutant.\u201d Subsequently, in 2009, EPA <\/span><a href=\"https:\/\/www.epa.gov\/climate-change\/endangerment-and-cause-or-contribute-findings-greenhouse-gases-under-section-202a\"><span style=\"font-weight: 400\">determined<\/span><\/a><span style=\"font-weight: 400\"> that greenhouse gas pollution threatens Americans&#8217; health and welfare by leading to long-lasting changes in our climate that can have a range of negative effects on human health and the environment. Since 2010, EPA has been <\/span><a href=\"https:\/\/climate.law.columbia.edu\/content\/regulation-database-epa-nhtsa-motor-vehicles#:~:text=In%20August%202011%2C%20EPA%20and,tons%20of%20carbon%20dioxide%20emissions\"><span style=\"font-weight: 400\">regulating<\/span><\/a><span style=\"font-weight: 400\"> GHG emissions and other air pollutants from new motor vehicles.\u00a0<\/span><\/p>\n<p><span style=\"font-weight: 400\">Pursuant to its Section 202 authority, EPA finalized a rulemaking in April 2024 that establishes \u201cnew, more protective emissions standards for criteria pollutants and [GHGs] for light-duty vehicles and Class 2b and 3 (\u2018medium-duty\u2019) vehicles that will phase-in over model years 2027 through 2032.\u201d The new rules build upon previous standards EPA issued in 2021 and apply to 2023 through 2026 model year vehicles. EPA\u2019s reasoning for the new rules includes the negative impacts of air pollution on health outcomes, the contribution of GHG emissions from motor vehicles to the worsening effects of climate change, and recent technological developments in zero-emission vehicles (ZEVs) that support a conclusion that more stringent emissions standards are \u201cfeasible at reasonable cost and would lead to significant improvements in public health and welfare.\u201d\u00a0<\/span><\/p>\n<p><span style=\"font-weight: 400\">The emissions standards become increasingly more stringent over time. For example, the standard for the industry-wide average for light-duty vehicles in 2027 is 170 grams per mile (g\/mile) of CO<\/span><span style=\"font-weight: 400\">2<\/span><span style=\"font-weight: 400\">, while in 2032 it is 85 g\/mile of CO<\/span><span style=\"font-weight: 400\">2<\/span><span style=\"font-weight: 400\">. EPA projects the new standards to significantly reduce CO<\/span><span style=\"font-weight: 400\">2<\/span><span style=\"font-weight: 400\"> emissions and other air pollutants, with one of their models projecting a net 37 percent reduction in CO<\/span><span style=\"font-weight: 400\">2<\/span><span style=\"font-weight: 400\"> emissions in 2055 compared to a no-action scenario. One of Petitioners\u2019 main claims is that EPA has exceeded its regulatory authority by setting these fleet-wide standards, arguing that they amount to an \u201celectric vehicle mandate.\u201d However, the Vehicle Standards do not mandate the use of a particular vehicle technology. Rather, the standards are technology neutral, meaning that automakers have the flexibility to comply with the standards through different combinations of gas-powered vehicles, plug-in hybrids, and zero-emissions vehicles like electric vehicles, and also have the option to purchase credits. Moreover, the Court of Appeals for the D.C. Circuit has already affirmed EPA\u2019s authority to take a fleet-wide averaging approach to vehicle regulations under section 202 in <\/span><a href=\"https:\/\/casetext.com\/case\/natural-resources-defense-council-v-thomas\"><i><span style=\"font-weight: 400\">NRDC v. Thomas<\/span><\/i><\/a><span style=\"font-weight: 400\"> (1986).<\/span><\/p>\n<p><b>Amicus Brief on Behalf of National League of Cities and U.S. Conference of Mayors<\/b><\/p>\n<p><span style=\"font-weight: 400\">The Sabin Center\u2019s amicus brief, filed on behalf of the National League of Cities (NLC) and the U.S. Conference of Mayors (USCOM), argues that cities rely on strong federal standards to bolster their own efforts to mitigate GHG emissions and protect from the impacts and costs associated with climate change. We also argue that the Vehicle Standards fall well within EPA\u2019s authority to regulate mobile sources and that they are critical to ensuring that the federal government remains the leader in mobile source regulation in accordance with the Clean Air Act\u2019s framework. In particular, the Vehicle Standards are a boon to the public health of disadvantaged communities situated near major roadways.<\/span><\/p>\n<p><span style=\"font-weight: 400\">The Sabin Center\u2019s brief describes how cities of all sizes and in every region of the country are disproportionately harmed by the increasingly severe impacts of global heating, and that they must also foot the bill for ever-rising costs associated with climate change. From more frequent and severe hurricanes, to intense heat waves and unprecedented droughts, the health and well-being of cities and their residents are threatened by climate impacts that cost cities billions of dollars each year.\u00a0<\/span><\/p>\n<p><span style=\"font-weight: 400\">We also explore the ways in which cities of all sizes lead the response to climate change through mitigation measures that reduce GHG emissions from the transportation sector and creative adaptation solutions that protect urban residents from urban heat and future extreme weather events. Hundreds of cities, large and small, have set ambitious GHG reduction goals and crafted climate action plans that set forth actionable, equitable decarbonization pathways for their communities. Local governments\u2019 transportation sector mitigation efforts include electrifying their fleets and installing electric vehicle charging infrastructure, requiring or incentivizing that electric vehicle infrastructure be installed through building codes or local laws, and investing in alternative forms of transportation. In so doing, they rely on strong leadership from EPA to reduce emissions from vehicles themselves. <\/span><span style=\"font-weight: 400\">The Clean Air Act\u2019s opening provision recognizes that vehicles contribute to dangerous air pollution and that federal \u201cleadership is essential for the development of cooperative Federal, State, regional, and local programs to prevent and control air pollution.\u201d <\/span><a href=\"https:\/\/www.law.cornell.edu\/uscode\/text\/42\/7401\"><span style=\"font-weight: 400\">42 U.S.C. \u00a7 7401<\/span><\/a><span style=\"font-weight: 400\">. Because <\/span><a href=\"https:\/\/www.law.cornell.edu\/uscode\/text\/42\/7543\"><span style=\"font-weight: 400\">section 209(a)<\/span><\/a><span style=\"font-weight: 400\"> of the Clean Air Act <\/span><a href=\"https:\/\/crsreports.congress.gov\/product\/pdf\/R\/R48168\"><span style=\"font-weight: 400\">broadly<\/span><\/a><span style=\"font-weight: 400\"> preempts states and local governments from adopting vehicle emissions standards that differ from federal standards, cities rely on strong federal regulation to complement their climate adaptation and mitigation efforts. This is all the more true because cities are uniquely harmed by GHG and other pollutant emissions from vehicles\u2013for example, in densely populated, disadvantaged communities abutting highways. Cities endeavoring to protect those and other residents are constrained in their authority to do so. By promulgating the Vehicle Standards, EPA has fulfilled its statutory mandate to set protective standards critical to the wellbeing of cities and their residents.<\/span><\/p>\n","protected":false},"excerpt":{"rendered":"<p>On Friday, December 6, the Sabin Center filed an amicus brief on behalf of the National League of Cities and the U.S. Conference of Mayors in support of the U.S. Environmental Protection Agency (EPA) in Kentucky v. EPA as part of our ongoing amicus efforts to support strong federal climate regulations. The case involves EPA\u2019s [&hellip;]<\/p>\n","protected":false},"author":3457,"featured_media":23862,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_monsterinsights_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[68402,69664,69207],"tags":[8665,65711,5529,9435,9430],"class_list":{"0":"post-23859","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-cities","8":"category-clean-air-act-2","9":"category-cross-cutting-issues","10":"tag-amicus-brief","11":"tag-cities-climate-law-initiative","12":"tag-epa-clean-air-act-ghg-rules","13":"tag-epa","14":"tag-litigation","15":"czr-hentry"},"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.3 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Sabin Center Files Amicus Brief in Support of EPA\u2019s 2024 Vehicle Emissions Standards - Climate Law Blog<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/blogs.law.columbia.edu\/climatechange\/2024\/12\/09\/sabin-center-files-amicus-brief-in-support-of-epas-2024-vehicle-emissions-standards\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Sabin Center Files Amicus Brief in Support of EPA\u2019s 2024 Vehicle Emissions Standards - Climate Law Blog\" \/>\n<meta property=\"og:description\" content=\"On Friday, December 6, the Sabin Center filed an amicus brief on behalf of the National League of Cities and the U.S. Conference of Mayors in support of the U.S. Environmental Protection Agency (EPA) in Kentucky v. 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