State regulators stated that the measures would likely have been rejected by the Trump administration and that they would now concentrate on local legal strategies instead.
California has withdrawn its requests for the Biden administration to approve stricter pollution limits for trucks, locomotives, and ferries than those set by federal standards, anticipating that the Trump administration would likely reverse them.
This decision leaves the state, a global leader in combating climate change, without key tools to reduce emissions at a time when Los Angeles is grappling with unprecedented wildfires. Scientific studies indicate that pollution from fossil fuels is worsening wildfires across the West.
Under the Clean Air Act of 1970, the Environmental Protection Agency (EPA) has long granted California waivers to enforce stricter pollution limits than those set by the federal government. These waivers have been used to target pollutants like soot, nitrogen dioxide, and ozone, which cause smog and respiratory diseases, and more recently to curb carbon dioxide, a leading cause of global warming. Transportation, especially gas-powered vehicles, is the largest source of U.S. carbon emissions.
Most of California’s waiver requests have been approved, but during the Trump administration, the former president actively sought to revoke California’s authority to impose stricter pollution controls.
In December, the Biden administration granted California a waiver to implement one of the world’s most ambitious climate policies: a ban on new gasoline-powered vehicles by 2035, a rule that 11 other states plan to adopt. Trump, however, has vowed to revoke the policy, calling it an overreach.
More than a year ago, California sought EPA approval for additional measures to cut pollution from commercial truck fleets, including a mandate for zero-emission vehicles starting in 2024. The requests, now withdrawn, would have required a 100% zero-emissions fleet by 2035 to 2042, depending on truck size. The state also aimed to transition refrigerated trucks and short-run ferries to zero-emission fleets, with deadlines ranging from 2024 to 2030. Additionally, it sought a 100% zero-emission locomotive fleet by 2053.
California officials estimate these measures would have generated over $50 billion in public health benefits by reducing pollution.
EPA officials stated they ran out of time to review the waiver requests, prompting California to withdraw them. Liane Randolph, chair of the California Air Resources Board, explained that the Trump administration had not been supportive of California’s proposed regulations, prompting the state to reconsider its options.
Ann Carlson, a law professor at UCLA and former policy advisor on tailpipe emissions under the Biden administration, noted that California’s failure to tighten pollution rules for trucks is especially concerning, as trucks remain a major source of emissions. She pointed out that while electric vehicles are gaining traction in the auto market, electric trucks still represent less than 2% of heavy-duty vehicles sold in the U.S.
The American Trucking Association criticized California’s plan, claiming the proposed timelines for fleet conversion were unrealistic and would drive up transportation costs.
Despite the setback, California’s leadership on climate change is expected to continue through alternative strategies. Governor Gavin Newsom, who has frequently clashed with Trump on climate policy, is working to safeguard California’s programs against federal rollbacks. The state has previously struck agreements with major automakers to meet California’s emissions standards, even after the Trump administration revoked its waiver.
Additionally, California’s attorney general is exploring new legal avenues, such as suing companies for their role in climate damage, to hold industries accountable and protect the state’s climate policies moving forward.
“We still have some existing strategies,” Randolph said, signaling that California remains committed to reducing emissions through other regulatory efforts.
