State of California
                            AIR RESOURCES BOARD
                          Junipero Serra Building
                              107 S. Broadway
                                 Room 1138
                              Los Angeles, CA
                             December 19, 1973
                                 9:30 a.m.

73-28-1   Approval of Minutes of November 14, 1973.

73-28-2   Public Hearing - Proposed Changes to Standards and Test
          Procedures for 1975 and Later Heavy-Duty Diesel and
          Gasoline-Powered Vehicles.

73-28-3   Public Hearing - Proposed Regulations for Accrediting
          Auxiliary Gasoline Fuel Tanks.

73-28-4   Public Hearing - Proposed Regulations Concerning
          Certificates of Compliance for 1973-1974 Heavy-Duty
          Diesel-Powered Vehicles.

73-28-5   Consideration of Changes in NOx Retrofit Device
          Installation Schedule Because of the Need to Conserve

73-28-6   Consideration of Air Quality Product's Request to Use
          AQP's 1966-1970 Pure-Power Device in their 1955-1965
          Retrofit Control System.

73-28-7   Preliminary Consideration of Standards and Test
          Procedures for Accrediting Retrofit Devices to be Sold
          on a Nonmandatory Basis Without Monetary Limitations.

73-28-8   Staff Report - Field Experience on Vehicles Equipped
          with NOx Retrofit Devices.

73-28-9   Other Business.

73-28-10  Remarks from Audience - End of Morning and Afternoon

                        ITEM NO.:  73-28-2

Public Hearing Regarding the following:

1)   California Exhaust Emission Standards, Test and Approval
     Procedures for 1975 and Subsequent Model-Year Engines in
     Gasoline-Powered Motor Vehicles Over 6,000 Pounds Gross
     Vehicle Weight.

2)   California Exhaust Emission Standards, Test and Approval
     Procedures for Diesel-Engines in 1975 and Subsequent
     Model-Year Vehicles Over 6,000 Pounds Gross Vehicle Weight.


Adopt Resolution 73-61.


The Board at its meeting on November 14, 1973 adopted standards
for 1975 and subsequent model-year gasoline and diesel-powered
heavy-duty engines.  These standards were adopted by emergency
regulation without a formal notice of hearing.  The emission
standards are:

1)   1975 and 1976 gasoline and diesel-fueled heavy-duty engines
     - HC + NOx - 10 grams/BHP-hr
       CO       - 30 grams/BHP-hr

2)   1977 and subsequent model-year gasoline and diesel fueled
     heavy-duty engines -
               HC + NOx - 5 grams/BHP/hr
               CO       - 25 grams/BHP-hr

These standards were set on the assumption that the Federal
heavy-duty vehicle test procedures, Subpart H and J, title 40,
Chapter 1, Part 85 of the Code of Federal Regulations, would be
adopted with certain exceptions.  These exceptions are:

Subpart H - Procedures for gasoline-powered heavy-duty engines.

1)   85.774-7  Service accumulation and emission measurements. 
     Adopted with the following addition to paragraph (d).
     (d)...The average brake horsepower for all tests at each
     mode for each engine family shall be reported.

2)   85.774-10  Gasoline fuel specifications.  The proposed
     procedures require fuel of similar specifications except
     that the maximum RON shall be 91 for all required emission
     tests and the lead content of such fuel is not specified.

Subpart J - Procedures for diesel-powered heavy-duty engines.

1)   All portions of Sections 85.974-4, 85.974-6, etc.,
     pertaining to durability testing and smoke emissions for
     diesel-powered heavy-duty engines are deleted. 
     Manufacturers are required to submit evidence to demonstrate
     the durability of the emission control systems.

2)   Section 85.974-7  Service accumulation and emission
     measurements.  Adopted except for (b) and include in (d) the
     requirement that the average brake horsepower for all tests
     at each mode for each engine family shall be reported.

Amendments to Sections 1956 and 1957 of Title 13, California
Administrative Code will incorporate these revised standards and
test procedures.

                        ITEM NO.:  73-28-3

Public Hearing - California Criteria and Test Procedures for
Accrediting Auxiliary Gasoline Fuel Tanks.


Adopt Resolution 73-62.


On September 8, 1971, the Attorney General rendered an opinion
(No. SO 71/21) that the installation of an auxiliary gasoline
fuel tank on a vehicle equipped with a Federal or California
approved evaporative emission control system would be in
violation of the provisions in Section 27156 of the Vehicle Code.

Assembly Bill 1849 adopted during the 1973 legislative session
requires the Air Resources Board to establish standards or
criteria for accrediting auxiliary gasoline fuel tank evaporative
control devices or systems for vehicles which are equipped with a
required fuel evaporative control device or system.

The proposed criteria and test procedures are applicable after
January 1, 1974 to all auxiliary gasoline fuel tank installations
on vehicles equipped with a required evaporative control system.

These procedures require that the auxiliary gasoline fuel tank
subject to accreditation by the Board shall provide substantially
the same degree of control as the originally approved evaporative
control system.

The proposed procedures for determining compliance with this
standard are set forth in "California Criteria and Test
Procedures for Accrediting Auxiliary Gasoline Fuel Tanks", dated
December 19, 1973.

                        ITEM NO.:  73-28-5

Consideration of NOx Retrofit Device Installation Schedule
Because of the Need to Conserve Fuel.


Adopt Resolution 73-27G which continues installation on change of
ownership in the San Diego, South Coast and Bay Area Air Basins,
commences statewide installation on change of ownership April 1,
1974, and defers the license plate program until January 1, 1975.


The NOx retrofit devices for 1966-70 light-duty vehicles are
currently being installed upon transfer of ownership (and upon
initial registration of out-of-state vehicles) in the 16 counties
which lie completely or partially in the San Diego, South Coast
and Bay Area Air Basins (viz., the Counties of San Diego, Los
Angeles, Ventura, Orange, Riverside, San Bernardino, Santa
Barbara, San Francisco, San Mateo, Santa Clara, Alameda, Contra
Costa, Solano, Napa, Sonoma and Marin).  If no action is taken
today, on January 1, 1974, installation will expand to all
counties and also the 10 month "license plate" program will
commence statewide.  In other words, all non-exempt 1966-70
light-duty vehicles will have to have a device by November 1,

This schedule was finalized on October 30, 1973, just before the
acuteness of the fuel crisis became widely known.

On November 16, 1973, Governor Reagan wrote the Air Resources
Board (copy of letter attached) requesting the Board to
"reconsider its statewide program for mandatory installation of
retrofit devices".  This agenda item was scheduled pursuant to
this request.

It is clear that all NOx devices have some impact on fuel
consumption.  Depending upon the type of device and the vehicle,
this will range between 0 and 10%.  For a motorist with no public
transportation to use to get to work, and with the imminent
shortage of gasoline and the possibility of gas rationing, a 10%
fuel penalty could prove very burdensome.

Attached is a staff report, "The Effect of Retrofit Emission
Control Devices on Fuel Consumption and Exhaust Emissions", which
discusses the impact when various modifications are made in the
installation schedules.  For example, if NOx retrofit devices
were not required on any 1966-70 vehicles, 180 tons per day of
NOx would not be prevented from entering the air on 1975, but a
one percent increase in total gasoline consumption would not
occur.  This is a savings of an estimated 100 million gallons of
gasoline in 1975.

When compared to the present installation schedule,
implementation of the provisions in Resolution 73-27G will result
in the noncontrol of approximately 100 tons per day of NOx from
1966-70 model-year vehicles in 1974 and 30 tons in 1975, and the
prevention in 1974 of an increase of approximately .5% in
gasoline consumption amounting to 50 million gallons, and in 1975
the prevention of .13% increased consumption or 13 million

In another staff report attached, "Legal Aspects of Modifying the
Schedule for Installing 1966-70 NOx Devices", it is pointed out
that the board probably lacks the power to completely halt or
defer the program.  But it can delay statewide installation for a
limited time, and it can defer or delete the license plate
program, but "for extraordinary and compelling reasons only". 
The energy crisis could be considered a sufficient reason, since
it appears that a gasoline shortage exists and will grow more
acute and that gasoline rationing may occur.  It is also known
that to increase the production of heating oil and diesel fuel,
which also are in short supply, the production of gasoline must
be reduced.

While the Board may consider the fuel crisis, it must consider
the mandate from the legislature to install devices and must not
lose sight of its primary goal -- to improve air quality.  The
staff believes that even if the Board had the authority to
completely defer the program, this could not be justified in term
of air quality, especially since it would be very difficult to
start the program once stopped.

The staff recommends that the conflicting interests be balanced,
that the present installation in the three air basins be
continued on change of ownership, that statewide installation on
change of ownership be deferred until April 1, 1974, and that the
license plate program be deferred one year.

The deferral of statewide installation for three months gives the
legislature adequate time to revise this aspect of present
legislation.  The deferral of the license plate program causes a
significant reduction in overall gas penalty from the NOx devices
and gives the legislature the opportunity to delete it if it
wishes; if the legislature does not do so, the Board can
reevaluate the program later and continue with it in 1975 or
delete it, as the facts warrant.

Thus, under this proposal, the Board today would make as few
final commitments as possible, yet it would alleviate the
gasoline shortage somewhat.  The integrity of the program would
be preserved.

It should be noted that the phase-in to staggered vehicle
registration commences in 1975.  It appears that the license
plate program will have to be modified to fit the new DMV
procedures; Resolution 73-27G would direct the staff to develop a
new license plate schedule with DMV for 1975.

                        ITEM NO.:  73-28-6

Consideration of Air Quality Products' Request to Modify its
"55-65 Pure Power" Device to the "66-70 Pure Power" Device


Approve Air Quality Products, Inc. Request to modify the "55-65
Pure Power" device.


Air Quality Products, Inc. Has requested permission to modify its
accredited "55-65 Pure Power" device.  The proposed modifications
are to standardize the basic timing control module and speed
switch setting for the vacuum spark advance restoration to the
same configuration as the "66-70 Pure Power" device.

Emissions test data and timing curves were submitted by Air
Quality Products to substantiate its claim that the modified
device will be as effective as the accredited device for
1955-1965 model-year vehicles.

                        ITEM NO.:  73-28-7

Consideration of Standards and Test Procedures for Accrediting
Retrofit Devices to be Sold on a Nonmandatory Basis Without
Monetary Limitations.


Informational item.  A Public Hearing concerning standards and
procedures will be held at a future date.


Assembly Bill 1074 enacted during the 1973 legislative session
added Section 39107.3 to the Health and Safety Code.  This
section authorizes the Board to set standards for accrediting
emission control devices substantially below present standards,
and to accredit devices that meet these standards.  No monetary
limitations are imposed upon devices so accredited.

After one or more such devices have been initially accredited
under this section, the Board is prohibited from accrediting less
effective devices unless a cost-benefit analysis indicates that
the less effective device is substantially less costly, and
therefore merits accreditation.

Section 39107.3 also allows the Board to permit the installation
of a device accredited in lieu of any approved, certified, or
accredited device, if such device will result in equal or less
emissions than the approved, certified, or accredited device over
the life of the vehicle.  The applicant shall be responsible for
proving such results.

Owners of used vehicles may purchase more effective but more
expensive devices than those required by law, without altering
the legal requirements of the latter.

The staff recommends that a new device be required to effect a
40% reduction in emissions of a t least 2 of t