CALIFORNIA AIR RESOURCES BOARD
Big Sur Room, 2nd Floor
1000 Aguajito Road
September 10, 1992
92-15-1 Public Hearing to Consider the Adoption of 001
Regulations to Phase-Out the Use of CFC
Refrigerants in New Motor Vehicle Air
92-15-2 Public Meeting to Consider Approval of the 030
Attainment Plan for the Monterey Bay Unified
Air Pollution Control District as Required by
the California Clean Air Act of 1988.
92-15-3 Public Meeting to Consider Research Proposals. 075
ITEM NO.: 92-15-1
Public Hearing to Consider the Adoption of Regulations to Phase-Out the
Use of CFC Refrigerants in New Motor Vehicle Air Conditioning Systems.
Staff recommends that the Board adopt the proposed new section
2300, Title 13, California Code of Regulations.
There is a general international consensus that
chlorofluorocarbon (CFC) emissions result in depletion of the
stratospheric ozone layer, and that this depletion can have
severe health consequences. A 1990 Board report, "An Evaluation
of Programs for Reduction of Chlorofluorocarbon Emissions from
Motor Vehicle Air Conditioning Systems", estimated that
California motor vehicle air-conditioning systems emit 4.3
million kilograms of CFC-12 refrigerant annually, and presented
measures to help control these emissions. Health and Safety Code
section 44473 requires that the Board adopt regulations providing
for the enforcement of Assembly Bill 859, which was adopted by
the Legislature in an effort to reduce California CFC emissions
by phasing-out the use of CFC refrigerants in new air-conditioner-equipped
The proposed regulations set forth a schedule to phase-out the
use of CFC refrigerants (CFC-11 and CFC-12) in air-conditioner-equipped
new motor vehicles that are sold, supplied, or offered
for sale in California. The phase-out schedule in the proposed
regulations is essentially the same schedule that is set forth in
AB 859. The phase-out begins with a requirement that during the
1993 calendar year, no more than 90 percent of a manufacturer's
total production of air-conditioner-equipped new 1993 and 1994
model-year motor vehicles may use CFC refrigerants for air
conditioning. During the 1994 calendar year, no more than 75
percent of air-conditioner-equipped new 1994 and 1995 model-year
motor vehicles may use CFC refrigerants. During the period from
September 1 to December 31, 1994, no more than 10 percent of
air-conditioner-equipped new 1995 model-year vehicles may use CFC
refrigerants. Finally, effective January 1, 1995, no new 1995 or
later model-year vehicle using any CFC refrigerant for vehicle
air conditioning may be sold, supplied, or offered for sale in
Certain exemptions are allowed in the proposed regulations.
Small volume manufacturers are exempt from some of the phase-out
requirements that are imposed from January 1, 1993 to December
31, 1994. In addition, any manufacturer is allowed to apply for
an exemption of not more than two years in cases where requiring
compliance with the phase-out deadlines would result in severe
SUMMARY AND IMPACTS
The proposed regulations will help ensure that manufacturers
phase out the use of CFC refrigerants in new air-conditioning
systems as expeditiously as possible, and will aid in reduction
of CFC emissions.
The estimated additional cost of the redesigned system components
required to use non-CFC refrigerants is initially expected to be
approximately $100-200/vehicle. However, manufacturers may
choose not to pass this cost on to the consumer. Staff also
believes that this additional cost will be reduced quickly, as
products and procedures become standardized. No additional
components appear necessary to use non-CFC refrigerants.
ITEM NO.: 92-15-2
Public Meeting to Consider Approval of the Attainment Plan for
the Monterey Bay Unified Air Pollution Control District as
Required by the California Clean Air Act of 1988.
Approve the plan elements which fully comply with the Act.
Request the District to address identified deficiencies in the
remaining plan elements, as proposed by staff.
The plan is substantially complete, yet lacks detail as to what
the District's anticipated indirect source control program will
entail. The plan also does not adequately describe the trip
reduction transportation control measures appropriate for the
Thus, the Monterey plan does not address all reasonably available
transportation control measures, and therefore does not include
all feasible measure. In addition, the Monterey plan does not
satisfy the "no net increase" permitting requirements for new and
modified stationary sources. The plan also does not contain
adequate provisions to develop an indirect source control
program. Furthermore, the District Board did not make the
requisite finding that the plan is a cost-effective strategy for
attaining state standards.
Staff is asking the District to submit workplans and schedules to
address most of these deficiencies. Staff is also recommending
that the Board direct the District board to make the requisite
cost-effectiveness finding at the earliest possible date.
SUMMARY AND IMPACTS
Partial approval of the plan will allow the District to begin
implementing satisfactory plan elements while other plan
deficiencies are addressed. Significant emission reductions, on
the order of 7 tons per day of ROG and 5 tons per day of NOx, can
be expected by 1994 from full implementation of the plan
measures. These emission reductions are expected to increase to
15 tons per day for ROG and 25 tons per day for NOx by 1997.