Blogs

By: @Ophelia Szigeti

The California Energy Commission (CEC) voted unanimously on August 17 to certify the Final Environmental Impact Report and adopt regulations establishing energy-efficiency standards for replacement tires. The new Replacement Tire Efficiency Program is intended to bring the average efficiency of replacement tires closer to that of tires installed as original equipment on new passenger vehicles and light-duty trucks.

Although the regulations do not appear to impose direct purchasing or reporting requirements on special districts, they will affect which replacement tires are available for many district fleet vehicles beginning in 2029.

The CEC evaluated tires based on vehicle efficiency through “rolling resistance,” or the amount of energy needed to keep a tire moving. Tires with lower rolling resistance can improve fuel economy for gasoline-powered vehicles and extend the driving range of electric vehicles. Testing commissioned by the CEC found that replacement tires were less efficient, on average, than tires installed on new vehicles.

The regulations establish rolling-resistance and wet-braking performance standards for replacement tires manufactured on or after January 1, 2029, and sold or offered for sale in California.

What This Means for Special District Fleets

The regulations apply primarily to tire manufacturers, brand owners, and retailers, not to special districts as vehicle owners.

However, districts will experience the regulations through changes in the replacement-tire market. Beginning with tires manufactured in 2029, retailers generally may sell only tire models that have been certified, listed in a CEC database, and shown to meet the applicable performance standards.

For special districts, the requirements may affect replacement tires purchased for:

• Passenger cars;
• Pickup trucks;
• Sport utility vehicles;
• Vans; and
• Other light-duty vehicles with a gross vehicle weight rating of 10,000 pounds or less.

The program does not generally extend to tires designed for heavier vehicles. Among other exclusions, the regulations do not cover tires with a load index of 122 or greater—or, when no load index is marked, tires rated for a maximum load exceeding 1,450 kilograms.

Districts do not need to independently test tires or confirm their technical specifications. Tire manufacturers will be responsible for testing and certifying their products, while retailers must verify that tires offered for sale are included in the CEC’s approved database or fall outside the regulations.

Phased Performance Standards

The program will be implemented in two phases. Phase 1 will apply to regulated tires manufactured from January 1, 2029, through December 31, 2032. More stringent Phase 2 efficiency standards will apply to tires manufactured beginning January 1, 2033.

The default rolling-resistance coefficient will be capped at 9.0 during Phase 1 and 7.1 during Phase 2, with lower numbers indicating greater efficiency. Different thresholds will apply to certain categories, including long-life, ultra-long-life, low-load-index, light-truck, commercial, run-flat, and high-performance tires.

Regulated tires must also achieve a minimum wet-grip braking performance index of 1.0. According to the CEC, this requirement is intended to prevent improvements in energy efficiency from coming at the expense of wet-weather safety.

The CEC estimates that a set of compliant passenger-car tires will cost approximately $6 more during Phase 1 and $26 more during Phase 2. For a typical gasoline-powered passenger vehicle, the agency projects fuel savings of approximately $85 over the life of a set during Phase 1 and $179 during Phase 2. Actual effects on district fleets will vary based on vehicle type, mileage, fuel or electricity costs, and the tires selected. At full implementation, the CEC projects statewide savings of nearly $1 billion annually in gasoline and electricity costs. Additional program information and CEC estimates are available here.

Exemptions and Special Circumstances

Several categories of tires are excluded from or exempted under the regulations, including certain snow tires, competition tires, large off-road tires, temporary spare tires, motorcycle tires, deep-tread tires, and tires incapable of maintaining speeds greater than 50 miles per hour. All-season winter-performance tires are not subject to the minimum efficiency or wet-grip standards.

The regulations allow noncompliant tires to be sold directly to the owner or operator of an “authorized emergency vehicle,” as defined in Section 165 of the California Vehicle Code, for use on those vehicles. Tires sold through this exemption do not have to appear in the CEC’s approved database. Districts seeking to use the exemption may need to work directly with their tire vendor and demonstrate that the tires are being purchased to equip qualifying emergency vehicles.

The program also includes a “last resort” process. If no compliant tire is available in sufficient quantities for a particular vehicle fitment, a manufacturer or brand owner may petition the CEC for an exemption. If approved, the tire may continue to be sold and will be identified through the CEC’s database.

Industry Raises Concerns

Representatives of tire manufacturers and industry organizations opposed immediate adoption during the August 17 meeting. They argued that the regulations could increase prices, reduce consumer choice, encourage greater use of used tires, and create difficulties when a vehicle owner needs to replace a single original-equipment tire. Some stakeholders also questioned the CEC’s legal authority and aspects of the agency’s technical analysis.

The CEC concluded that many currently available tires already meet the Phase 1 and Phase 2 standards and that efficient tires are available across a broad range of manufacturers, sizes, performance categories, and price points. The Commission also stated that it would work with affected industries to update the regulations if serious and unforeseen implementation problems arise.

Following adoption, CEC staff will complete the remaining administrative steps, including submitting the rulemaking package to the Office of Administrative Law. The adopted resolution and supporting findings are available on the CEC’s website.