CALIFORNIA REGULATORY NOTICE REGISTER 2017, VOLUME NO. 51-Z
 1938CONTACT PERSON
[Government Code Section 11346.5,
Subdivision (a)(14)]
Inquiries regarding the substance of the proposed
regulation may be directed to:
Bret Ladine
Assistant General Counsel1515 K Street, Suite 200Sacramento, California 95814
Telephone: (916) 322−5858
e−mail: bret.ladine@dbo.ca.gov
Non−substantive inquiries concerning this action,
such as requests for copies of the proposed regulation or
questions regarding the timelines or rulemaking status,
may be directed to the backup contact person:
Mark Dyer
Legal Division1515 K Street, Suite 200
Sacramento, California 95814
Telephone: (916) 322−1977e−mail: regulations@dbo.ca.gov
TITLE 13 AND 17. AIR RESOURCES
BOARD
NOTICE OF PUBLIC HEARING TO CONSIDER
PROPOSED CALIFORNIA GREENHOUSE GAS
EMISSIONS STANDARDS FOR MEDIUM− AND
HEA VY−DUTY ENGINES AND VEHICLES AND
PROPOSED AMENDMENTS TO THE
TRACTOR−TRAILER GHG REGULATION
The California Air Resources Board (CARB or
Board) will conduct a public hearing at the time andplace noted below to consider approving for adoption of
the proposed California greenhouse gas (GHG) stan-
dards for medium− and heavy−duty engines and vehi-
cles (Phase 2) and the proposed amendments toCARB’s existing T ractor−Trailer GHG Regulation.
DATE: February 8, 2018
TIME: 9:00 a.m.LOCATION: California Environmental Protection Agency
Air Resources Board
Byron Sher Auditorium1001 I StreetSacramento, California 95814This item may be considered at a meeting of the
Board, which will commence at 9:00 a.m., February 8,
2018, and may continue at 8:30 a.m., on February 9,2018. Please consult the agenda for the hearing, which
will be available at least ten days before February 8,
2018, to determine the day on which this item will beconsidered.
WRITTEN COMMENT PERIOD AND
SUBMITTAL OF COMMENTS
Interested members of the public may present com-
ments orally or in writing at the hearing and may pro-
vide comments by postal mail or by electronic submittal
before the hearing. The public comment period for this
regulatory action will begin on December 22, 2017.Written comments not physically submitted at the hear-
ing must be submitted on or after December 22, 2017,
and received no later than 5:00 p.m. on February 5,
2018. CARB requests that, when possible, written and
email statements be filed at least ten days before the
hearing to give CARB staff and Board members addi-tional time to consider each comment. The Board alsoencourages members of the public to bring to the atten-
tion of staff in advance of the hearing any suggestions
for modification of the proposed regulatory action.Comments submitted in advance of the hearing must be
addressed to one of the following:
Postal mail: Clerk of the Board, California Air 
Resources Board
1001 I Street, Sacramento, California 95814
Electronic submittal:
 http://www .arb.ca.gov/lispub/comm/bclist.php
Please note that under the California Public Records
Act (Gov. Code, § 6250 et seq.), your written and oralcomments, attachments, and associated contact infor-mation (e.g., your address, phone, email, etc.) become
part of the public record and can be released to the pub-
lic upon request.
Additionally, the Board requests but does not require
that persons who submit written comments to the Board
reference the title of the proposal in their comments to
facilitate review.
AUTHORITY AND REFERENCE
This regulatory action is proposed under the authority
granted in California Health and Safety Code, Sections
38501, 38505, 38510, 38560, 38560.5, 38580, 39010,
39500, 39600, 39601, 40000, 43013, 43018, 43100,
43101, 43102, 43104, 43105, 43106, 43107, 43200,43200.1, 43210, and 43806; and Section 28114, V ehicle
Code. This action is proposed to implement, interpret,CALIFORNIA REGULATORY NOTICE REGISTER 2017, VOLUME NO. 51-Z
 1939and make specific sections 38501, 38505, 38510,
38560, 38560.5, 38580, 39002, 39003, 39010, 39017,
39033, 39500, 39600, 39601, 39610, 39650, 39657,39667, 39701, 40000, 43000, 43000.5, 43009, 43009.5,
43012, 43013, 43017, 43018, 43018.5, 43100, 43101,
43101.5, 43102, 43104, 43105, 43106, 43107, 43200,43200.1, 43202, 43203, 43204, 43205, 43205.5, 43206,
43210, 43211, 43212, 43213, 43806, 44004, 44010,
44011, 44012, 44015, and 44017, Health and Safety
Code; and Section 28114, V ehicle Code.
INFORMATIVE DIGEST OF PROPOSED ACTION
AND POLICY STATEMENT OVERVIEW
[GOV . CODE, § 11346.5, subd. (a)(3)]
This notice concerns staff’s proposal for regulatory
actions related to on−road medium−and heavy−duty en-
gines, vehicles, and trailers. The sections of the Califor-
nia Code of Regulations (CCR) that are affected and
documents incorporated by reference are described
below:
Sections Affected:
— Proposed amendment to CCR, title 13, sections
1956.8, 1961.2, 1965, 2036, 2037, 2065, 2112, and
2141.
— The following test procedures are incorporated by
reference herein:
/C0100 Proposed amended test procedure
“California Exhaust Emission Standards and
Test Procedures for 2004 and Subsequent
Model Heavy−Duty Diesel Engines andVehicles,” last amended September 1, 2017,incorporated by reference in 13 CCR
1956.8(b) and 2065.
/C0100 Proposed amended test procedure
“California Exhaust Emission Standards and
Test Procedures for 2004 and Subsequent
Model Heavy−Duty Otto−Cycle Engines and
Vehicles,” last amended September 1, 2017,incorporated by reference in 13 CCR
1956.8(d).
/C0100 Proposed amended test procedure
“California 2015 and Subsequent Model
Criteria Pollutant Exhaust Emission
Standards and Test Procedures and 2017 and
Subsequent Model Greenhouse Gas Exhaust
Emission Standards and Test Procedure for
Passenger Cars, Light−Duty Trucks, and
Medium−Duty V ehicles,” last amended
September 2, 2015, incorporated byreference in 13 CCR 1961.2(d)./C0100 Proposed new label specifications entitled,
“California Environmental Performance
Label Specifications for 2021 and
Subsequent Model Year Medium−Duty
Vehicles, Except Medium−Duty Passenger
Vehicles,” which would be incorporated by
reference in 13 CCR 1965.
/C0100 Proposed amended test procedure entitled
“California Greenhouse Gas Exhaust
Emission Standards and Test Procedures for
2014 and Subsequent Model Heavy−Duty
Vehicles,” last adopted October 21, 2014,
incorporated by reference in 13 CCR 1965.
— Proposed amendment to CCR, title 17 sections
95300, 95301, 95302, 95303, 95304, 95305,
95306, 95307, 95311, 95662, and 95663. The
following test procedures are incorporated by
reference herein:
/C0100 Proposed amended test procedure entitled
“California Greenhouse Gas Exhaust
Emission Standards and Test Procedures for
2014 and Subsequent Model Heavy−Duty
Vehicles,” last adopted October 21, 2014,
incorporated by reference in 17 CCR 95302,
95303, 95304, and new 95663(d).
/C0100 Proposed amended test procedure
“California 2015 and Subsequent Model
Criteria Pollutant Exhaust Emission
Standards and Test Procedures and 2017 and
Subsequent Model Greenhouse Gas Exhaust
Emission Standards and Test Procedure forPassenger Cars, Light−Duty Trucks, and
Medium−Duty V ehicles,” last amended
September 2, 2015, incorporated by
reference in new 17 CCR 95663(d).
Documents Incorporated by Reference (Cal. Code
Regs., tit. 1, § 20, subd. (c)(3)):
The following documents are incorporated by refer-
ence in the proposed amendment to CCR, Title 13 and
Title 17 entitled, “Proposed Regulation Order for Phase
2 Greenhouse Gas Regulations”:
/C0068 Sections 1037.135, 1037.150(v), 1037.211 and1037.515(b), Part 1037, Title 40, Code of Federal
Regulations, as last amended by the United States
Environmental Protection Agency (U.S. EPA) on
October 25, 2016, or on the date otherwise
specified by each of the aforementionedprovisions of T itle 40.
The following documents are incorporated by refer-
ence in the proposed amended test procedure entitled
“California Exhaust Emission Standards and Test Pro-cedures for 2004 and Subsequent Model Heavy−DutyCALIFORNIA REGULATORY NOTICE REGISTER 2017, VOLUME NO. 51-Z
 1940Diesel Engines and V ehicles,” last amended September
1, 2017:
/C0068 Sections 86.1; 86.016−1, 86.004−2, 86.084−4,
86.078−6, 86.007−11, 86.094−14, 86.004−25,
86.004−28, 86.007−30, 86.095−35, 86.085−37,
subpart A; sections 86.1301, 86.1362, 86.1370,
subpart N; and sections 86.1910, 86.1912,
86.1920, subpart T, Part 86, Title 40, Code ofFederal Regulations, as last amended by the U.S.EPA on October 25, 2016.
/C0068 Part 1036, Title 40, Code of Federal Regulations,as last amended by the U.S. EPA on June 30, 2017,or on the date otherwise specified by each of the
aforementioned provisions of T itle 40.
/C0068 Sections 1065.10, 1065.15, subpart A; sections
1065.140, 1065.170, subpart B; sections1065.202, 1065.220, 1065.225, 1065.247,
1065.260, 1065.266, 1065.267, 1065.275, subpart
C; sections 1065.303, 1065.340, 1065.341,1065.345, 1065.360, 1065.365, 1065.366,1065.370, 1065.375, 1065.390, subpart D;
sections 1065.510, 1065.546, 1065.590, subpart
F; sections 1065.602, 1065.610, 1065.640,1065.642, 1065.645, 1065.650, 1065.655,
1065,660, 1065.665, 1065.667, 1065.675,
1065.680, 1065.690, subpart G; sections1065.735, 1065.750, subpart H; section 1065.845,
subpart I; subpart K; and subpart L, Part 1065,
Title 40, Code of Federal Regulations, as last
amended by the U.S. EPA on October 25, 2016, or
on the date otherwise specified by each of theaforementioned provisions of T itle 40.
/C0068 Subpart A; section 1068.101, subpart B; and
subpart E, Part. 1068, Title 40, Code of FederalRegulations, as last amended by the U.S. EPA onOctober 25, 2016, or on the date otherwise
specified by each of the aforementioned
provisions of T itle 40.
The following documents are incorporated by refer-
ence in the proposed amended test procedure entitled“California Exhaust Emission Standards and Test Pro-
cedures for 2004 and Subsequent Model Heavy−Duty
Otto−Cycle Engines and Vehicles,” last amended Sep-
tember 1, 2017:
/C0068 Sections 86.1; 86.016−1, 86.004−2, 86.084−4,
86.078−6, 86.008−10, 86.094−14, 86.004−25,
86.004−28, 86.007−30, 86.095−35, 86.085−37,
subpart A; and section 86.1301, subpart N, Part 86,
Title 40, Code of Federal Regulations, as lastamended by the U.S. EPA on October 25, 2016.
/C0068 Part 1036, Title 40, Code of Federal Regulations,
as last amended by the U.S. EPA on June 30, 2017,or on the date otherwise specified by each of theaforementioned provisions of T itle 40./C0068 Sections 1065.10, 1065.15, subpart A; sections
1065.140, 1065.170, subpart B; sections
1065.202, 1065.220, 1065.225, 1065.247,1065.260, 1065.266, 1065.267, 1065.275, subpart
C; sections 1065.303, 1065.340, 1065.341,
1065.345, 1065.360, 1065.365, 1065.366,1065.370, 1065.375, 1065.390, subpart D;sections 1065.510, 1065.546, 1065.590, subpart
F; sections 1065.602, 1065.610, 1065.640,
1065.642, 1065.645, 1065.650, 1065.655,1065.660, 1065.665, 1065.667, 1065.675,1065.680, 1065.690, subpart G; sections
1065.735, 1065.750, subpart H; section 1065.845,
subpart I; subpart K; and subpart L, Part 1065,Title 40, Code of Federal Regulations, as last
amended by the U.S. EPA on October 25, 2016, or
on the date otherwise specified by each of theaforementioned provisions of T itle 40.
/C0068 Subpart A; section 1068.101, subpart B; and
subpart E, Part 1068, Title 40, Code of FederalRegulations, as last amended by the U.S. EPA on
October 25, 2016, or on the date otherwise
specified by each of the aforementionedprovisions of T itle 40.
/C0068 Section 27156, Chapter 5, Division 12, California
Vehicle Code.
The following documents are incorporated by refer-
ence in the proposed amended test procedure entitled“California Greenhouse Gas Exhaust Emission Stan-
dards and Test Procedures for 2014 and Subsequent
Model Heavy−Duty Vehicles,” adopted October 21,2014:
/C0068 Subpart 5, Part 86, Title 40, Code of FederalRegulations, as last amended by the U.S. EPA onOctober 25, 2016.
/C0068 Part 1037, Title 40, Code of Federal Regulations,
as last amended by the U.S. EPA on June 30, 2017,or on the date otherwise specified by each of the
aforementioned provisions of T itle 40.
/C0068 Part 1066, Title 40, Code of Federal Regulations,
as last amended by the U.S. EPA on October 25,
2016, or on the date otherwise specified by each of
the aforementioned provisions of Title 40.
/C0068 Subparts A and E, Part 1068, Title 40, Code ofFederal Regulations, as last amended by the U.S.
EPA on October 25, 2016, or on the date otherwise
specified by each of the aforementionedprovisions of T itle 40.
/C0068 “California Certification and Installation
Procedures for Medium− and Heavy−DutyVehicle Hybrid Conversion Systems,” as adopted
on September 1, 2017.
The following documents are incorporated by refer-
ence in the proposed amended test procedure entitledCALIFORNIA REGULATORY NOTICE REGISTER 2017, VOLUME NO. 51-Z
 1941“California 2015 and Subsequent Model Criteria Pollu-
tant Exhaust Emission Standards and Test Procedures
and 2017 and Subsequent Model Greenhouse Gas Ex-haust Emission Standards and Test Procedure for Pas-
senger Cars, Light−Duty Trucks, and Medium−Duty
Vehicles,” last amended September 2, 2015:
/C0068 Section 86.143−96, subpart B; and sections
86.1801−12, 86.1802−01, 86.1803−01,
86.1805−17, 86.1820−01, 86.1823−08,
86.1838−01, 86.1844−01, 86.1845−04,
86.1846−01, 86.1848−10, 86.1865−12,86.1866−12, 86.1867−12, 86.1868−12,86.1869−12, 86.1870−12, subpart S, Part 86, T itle
40, Code of Federal Regulations, last amended by
the U.S. EPA on October 25, 2016.
/C0068 Part 1066, Title 40, Code of Federal Regulations,
as last amended by the U.S. EPA on October 25,2016, or on the date otherwise specified by each of
the aforementioned provisions of Title 40.
/C0068 Section 600.002, subpart A, Part 600, Title 40,Code of Federal Regulations, as last amended by
the U.S. EPA on October 25, 2016.
/C0068 Proposed new label specifications entitled,
“California Environmental Performance Label
Specifications for 2021 and Subsequent ModelYear Medium−Duty Vehicles, ExceptMedium−Duty Passenger V ehicles.”
The following documents are incorporated by refer-
ence in the proposed adopted test procedure entitled,
“California Environmental Performance Label Specifi-
cations for 2021 and Subsequent Model Year Medium−
Duty Vehicles, Except Medium−Duty Passenger
Vehicles”:
/C0068 Sections 86.1819−14 and 86.1803−01, subpart S,
Part 86, Title 40, Code of Federal Regulations, aslast amended by the U.S. EPA on October 25,2016.
/C0068 Appendix VI, Part 600, Title 40, Code of FederalRegulations, as last amended by the U.S. EPA on
July 6, 2011.
/C0068 Section 1036.801, subpart I, Part 1036; Title 40,Code of Federal Regulations, as last amended by
the U.S. EPA on October 25, 2016.
/C0068 Section 1037.801, subpart I, Part 1037, Title 40,
Code of Federal Regulations, as last amended bythe U.S. EPA on October 25, 2016.
Background and Effect of the Proposed Regulatory
Action:
CARB is mandated to reduce GHG emissions in Cali-
fornia. In 2006, the Legislature passed and the Gover-
nor signed the Global Warming Solutions Act of 2006,also known as Assembly Bill (AB) 32. AB 32 requiresCARB to enact regulations to achieve the level ofstatewide GHG emissions in 1990 by 2020. AB 32 was
followed by Senate Bill (SB) 32 in 2016. This bill re-
quires CARB to enact regulations to ensure thatstatewide GHG emissions are further reduced to 40 per-
cent below the 1990 level by 2030. In addition, Califor-
nia Health and Safety Code section 38560 directsCARB to “adopt rules and regulations . . . to achieve the
maximum technologically feasible and cost−effectivegreenhouse gas emission reductions from sources . . .subject to the criteria and schedules set forth in thispart.”
In 2008, the Board approved the California Tractor−
Trailer GHG Regulation, and it became effective in2010. The regulation reduced the fuel consumption and
GHG emissions from long−haul tractor−trailers travel-
ing on California highways by requiring tractor−trailer
fleet owners to improve the aerodynamic performanceand reduce the tire rolling resistance of both their trac-tors and their trailers.
In 2011, U.S. EPA and the United States Department
of Transportation’s National Highway Traffic SafetyAdministration (NHTSA) jointly adopted the first ever
GHG emission standards and fuel economy standardsfor heavy−duty engines and vehicles, referred to as theHeavy−Duty GHG Phase 1 regulation (Phase 1). Phase1 requires both engine and vehicle manufacturers toemploy more efficient components and systems, suchas engine friction reduction, after treatment optimiza-
tion, low temperature exhaust gas recirculation, turbo
compounding, vehicle mass reduction, and idling re-duction technology. Phase 1 also requires improve-ments in vehicle aerodynamics and installing fuel−efficient, low rolling resistance tires. The Phase 1 stan-
dards took ef fect with MY 2014 tractors, vocational ve-
hicles, and Class 2b/3 pick−up trucks and vans (PUVs).
They did not set standards for trailers. In 2013, CARBapproved for adoption California Phase 1 regulationsidentical to the federal Phase 1 regulations. This provid-
ed California (through CARB) the authority to certifyengines and vehicles to the Phase 1 standards, as well as
to enforce them.
On October 25, 2016, U.S. EPA and NHTSA jointly
adopted the Phase 2 standards to build on the Phase 1
standards and achieve additional GHG reductions. The
Phase 2 standards follow the same regulatory structureas the Phase 1 standards. GHG emission standards areset for tractors, vocational vehicles, and PUVs. Sepa-rate engine standards are also established for the en-gines used in tractors and vocational vehicles. In addi-tion, the Phase 2 standards mark the first time the emis-
sions resulting from trailers have been regulated at thefederal level. The Phase 2 standards are more technolo-
gy−forcing than the Phase 1 standards, requiring manu-facturers to improve existing technologies or developnew technologies to meet the standards. The progres-CALIFORNIA REGULATORY NOTICE REGISTER 2017, VOLUME NO. 51-Z
 1942sively more stringent Phase 2 standards are phased in
from 2021 to 2027 for tractors, vocational vehicles, and
PUVs. For trailers, the federal standards are phased infrom 2018 through 2027. To  meet these standards, man-
ufacturers will look to improve the performance of the
Phase 1 technologies listed above. In addition, Phase 2
will require further GHG emission reductions by em-
ploying new and advanced technologies, such as engine
waste−heat recovery, hybrids, fully electric vehicles,
advanced transmissions, intelligent vehicle controls,
heat rejection management, electrification of ancillary
equipment, and other technologies. Further improve-ments in vehicle aerodynamics and low rolling resis-
tance tires will also be needed. Trailer manufacturers
will look to aerodynamic technologies, including skirts,
and rear fairings, as well as low−rolling resistance tires,
automatic tire inflation systems, and weight reducing
materials to meet the Phase 2 trailer standards.
Staff is proposing the adoption of new, more stringent
GHG emission standards for medium− and heavy−duty
vehicles and trailers that largely align with the federalPhase 2 GHG standards. Staff is also proposing amend-
ments to the T ractor−Trailer GHG regulation to harmo-
nize with the Phase 2 trailer standards. The two regula-
tory proposals are briefly summarized below.
1.  New Phase 2 GHG Emission Standards
In this rulemaking action, staff is proposing the adop-
tion of new regulations, collectively referred to as the
California Phase 2 regulations, that would establishnew GHG emission standards for trailers, amend exist-
ing regulations to establish more stringent GHG stan-
dards applicable to tractors, vocational vehicles, PUVs,
and medium−and heavy−duty engines, and amend re-
quirements for glider vehicles, glider engines, and glid-
er kits. The proposed new regulations and amendments
would align California’s GHG emission standards andtest procedures with those of the federal Phase 2 GHG
regulations in structure, timing, and stringency, provid-
ing nationwide consistency for engine and vehicle man-ufacturers. Under the Phase 1 standards, CARB certifi-
cation staff issue an EO for any engine or vehicle family
that has demonstrated compliance with the federalPhase 1 GHG regulation and has been issued a federal
Certificate of Conformity by U.S. EPA (i.e., it is
“deemed to comply”). The proposed California Phase 2
regulations would not include “deemed−to−comply”
provisions. Manufacturers would be required to submit
information directly to CARB to certify their engines,vehicles, and trailers with the California Phase 2 GHG
program and CARB would independently review the
required certification documents before CARB issuesan Executive Order. There would be some minor differ-
ences between the California Phase 2 regulations andthe federal Phase 2 regulations. Specifically, the Cali-
fornia Phase 2 proposal would:
/C0068  Include language strengthening the statement that
manufacturers provide with their certification
submittals. Manufacturers would need to
unconditionally certify that the informationsubmitted in certification packages is accurate,
and that it describes engines and vehicles as built;
/C0068 Require tractors and vocational vehicles to have
specific emission control identifiers included ontheir emission control labels for technologies that
can be visually inspected;
/C0068 Require the engine family to be included in the
vehicle certification documentation;
/C0068 Require additional air conditioning (A/C) system
information to be included in vehicle certification
documentation;
/C0068 Establish a credit adjustment protocol that would
incentivize the use of low global warming
potential (GWP) refrigerants, incentivize the saleof plug−in hybrid electric vehicles (PHEV) to
meet a minimum all−electric range and ensure no
increases in oxides of nitrogen (NOx) emission,and incentivize transit bus manufacturers not to
certify to the less stringent custom chassis
standards;
/C0068 Require Class 2b/3 PUVs to display consumerlabels;
/C0068 Continue to include ethane in the calculation of
non−methane hydrocarbon emissions;
/C0068 Begin trailer standards two years later than
required by the federal Phase 2 regulation toaccommodate the timing of California’s
rulemaking process;
/C0068 Continue to utilize California’s current
anti−tampering provisions, which are more
stringent than the federal provisions, for Phase 2
certified engines and vehicles; and
/C0068 Include CARB’s right of entry to any premises
owned, operated, used, leased, or rented by aperson to repair or service any heavy−duty engine
or heavy−duty vehicle for which California
emissions standards have been adopted and which
is situated on the premises for the purpose ofemission−related maintenance, repair or service.
The right−to−entry includes, but is not limited to,
verification of manufacturer’s warranty reportingand claims through inspecting repair records,
records that relate to vehicular or engine
emissions, vehicles, and engines, and may require
the on−premises securing of samples of emissions
from a vehicle or engine at any repair facility.CALIFORNIA REGULATORY NOTICE REGISTER 2017, VOLUME NO. 51-Z
 19432. Amendments to  CARB’s Existing T ractor−T railer
Regulation
The proposed amendments to the T ractor−T railer
GHG Regulation would provide trailer fleet owners the
option of complying with the Tractor−T railer GHG
Regulation through the purchase of a Phase 2 certified
trailer, or the installation of Phase 2 aerodynamic tech-
nologies and low−rolling resistance tires that are com-ponents of Phase 2 certified trailer configurations. This
proposed change does not weaken or strengthen the ex-
isting requirements of the Tractor−T railer GHG Regu-
lation, but solely provides another pathway to compli-ance.
CARB may also consider other changes to the sec-
tions affected, as li sted earlier in this notice, during the
course of this rulemaking process.
Obiectives and Benefits of the Proposed  Regulatory
Action: 
The proposed California Phase 2 regulations would
allow CARB to verify and enforce the Phase 2 regulato-
ry standards, thereby leading to higher levels of compli-
ance, which would ensure the program’s GHG emission
benefits occur. Specifically, the exclusion of “deemed−
to−comply” provisions in the proposed California
Phase 2 rule would allow staff’s timely access to certifi-
cation documentation for re view to ensure compliance.
California’s active role in certifying engines, vehicles,and trailers is critical to ensure the benefits of the Cali-fornia Phase 2 GHG program, especially given the re-
cent change in the federal administration, and the subse-
quent call to defund programs to combat climatechange, and to substantially reduce U.S. EPA staffing
levels. Unlike the Phase 1 GHG program, California
cannot rely on the federal administration to review ap-plications for engine and vehicle certification.
As detailed further below, the proposed minor Cali-
fornia differences from the federal Phase 2 program
would be  necessary to ease enforcement, align with ex-
isting California programs to preserve the benefits ofCalifornia incentive programs and regulations, and pro-
vide incentives to bring low−emission technologies to
market:
/C0068 The proposed A/C system reporting would allowstaff to better enforce the A/C system leakage
requirements. This is important because
refrigerants have significantly higher GWP thancarbon dioxide.
/C0068 The low−GWP proposal would provide incentives
for manufacturers to develop and implement A/Crefrigerants that have low GWPs in heavy−duty
vehicles. Low−GWP refrigerants have been
widely used in the light−duty sector, but have not
been adopted in the heavy−duty sector due to high
capital investment cost. The use of low−GWPrefrigerants could significantly decrease the
global warming impact of refrigerant leakage
emissions.
/C0068 The proposed additional requirement of showingno NOx increase and meeting a minimum
all−electric range in order for PHEVs to receive an
advanced technology multiplier could preventNOx increases and spur the development of betterhybrids.
/C0068 The transit bus custom chassis proposal would
incentivize the introduction of advanced
zero−emission t echnology in the transit bus sector.
/C0068 The proposed consumer label for Class 2b/3 PUVs
may influence consumers to buy morefuel−ef ficient, lower−emitting vehicles as they
would be able to compare vehicle choices based on
the provided GHG and smog ratings on therequired label.
The proposed amendments to the California Tractor−
Trailer GHG Regulation would give owners of trailer
fleets the option of using Phase 2 certified trailers, andthe aerodynamic equipment and low−rolling resistancetires that are components of federal Phase 2 certified
trailers, to comply with the regulation.
CARB staff worked closely with U.S. EPA and
NHTSA over the past several years on the development
of Phase 2 GHG final rule for new 2021 (2018 for trail-
ers) and subsequent Model Year (MY) heavy−duty en-gines and vehicles. CARB staff submitted extensivecomments on U.S. EPA’s Notice of Proposed Rulemak-
ing (NPRM) for Phase 2. U.S. EPA staff met with
CARB staff numerous times to discuss our comprehen-
sive NPRM comments in more detail. In response to our
input, U.S. EPA modified their proposal. The outcome
is a Phase 2 program that California can support and that
will allow manufacturers to continue to build a singlefleet of vehicles and engines for the U.S. market.
CARB staff developed the proposed regulatory ac-
tions through an extensive public process, as described
below.
/C0068 Staff created a public webpage where relatedsymposium and workshop materials as well as
relevant information were posted to keep
stakeholders up to date on the latest regulatorydevelopment efforts.
/C0068 On April 22, 2015, CARB staff held a symposium
on California’s development of Phase 2 GHG
emission standards in Diamond Bar, California.Representatives from environmental governmentagencies, engine manufacturers, component
suppliers, environmental policy and technical
research organizations, and trucking fleetsparticipated in panel discussions and presented the
latest information on technology options expectedCALIFORNIA REGULATORY NOTICE REGISTER 2017, VOLUME NO. 51-Z
 1944for use in the post−2020 timeframe to reduce fuel
consumption, improve tractor−trailer efficiency,and assist efforts to achieve California’s climate
goals.
/C0068 Staff held two public workshops in Sacramento on
February 6, 2017, and August 31, 2017, to solicit
input on areas where the California Phase 2
regulation may differ from the federal Phase 2
GHG. The workshops were webcast.
/C0068 In addition to these public workshops, staff had
numerous meetings and continued discussions
with environmental groups, engine, transmission,
and vehicle (including bus and refuse truck)manufacturers, and associations such as the
American Council for Energy−Ef ficient Economy
(ACEEE), Truck & Engine Manufacturers
Association (EMA), AutoAlliance, Motor V ehicle
Air Conditioning (MV AC) community, AutocarTruck, New Flyer Industries, and others.
These pre−rulemaking discussions gave an opportu-
nity for government, industry, and environmental
stakeholders to engage in an open discussi on regarding
efforts to further reduce GHG emissions from on−road
heavy−duty vehicles and engines in anticipation of Cal-
ifornia’s release of the proposed Phase 2 regulations
and amendments to the California T ractor−T railer
GHG Regulations.
Comparable Federal Regulations: 
Staff is proposing California Phase 2 regulations that
largely align with the U.S. EPA and NHTSA’s Phase 2
regulations (Greenhouse Gas Emissions and Fuel Effi-
ciency Standards for Medium− and Heavy−Duty En-
gines and Vehicles — Phase 2, 81 Federal Register
73478−74274, (October 25, 2016)) with minor Califor-
nia differences as discussed earlier in this notice. The
federal Phase 2 regulations establish more stringent
GHG emission standards for new medium− and heavy−
duty engines and vehicles, and for the first time, include
GHG emission standards for trailers. The federal Phase
2 GHG emission standards phase in between model
year 2018 and 2027 for trailers and MY 2021 and 2027
for medium− and heavy−duty engines and vehicles.
California’s existing T ractor−Trailer GHG regulation
currently applies to a subset of trailers that will be regu-
lated by the federal Phase 2 GHG standards, but applies
to fleet owners rather than trailer manufacturers. Theproposed amendments to the California T ractor−T railer
GHG Regulation would allow another pathway for
trailer fleet owners to comply with the T ractor−T railer
GHG Regulation through the purchase of a Phase 2 cer-
tified trailer , or the installation of Phase 2 aerodynamic
technologies and low−rolling resistance tires that arecomponents of Phase 2 certified trailer configurations.
This is equivalent to the existing requirements that al-
low compliance through the purchase of a SmartWaydesignated trailer or SmartWay verified aerodynamic
devices and low−rolling resistance tires.
An Evaluation of Inconsistency or Incompatibility
with Existing State Regulations (Gov. Code,
§ 11346.5, subd. (a)(3)(D)):
During the process of developing the proposed regu-
latory actions, staff conducted a search for any similar
regulations on this topic and concluded these regula-tions are neither inconsistent nor incompatible with ex-
isting state regulations. The California Phase 2 GHG
regulations build upon the California Phase 1 GHG reg-
ulations approved for adoption by CARB in 2013.
MANDATED BY FEDERAL LAW
OR REGULATIONS
(Gov. Code, §§ 11346.2, subd. (c),11346.9)
As discussed earlier in this notice, the proposed Cali-
fornia Phase 2 requirements largely align with the re-quirements of the corresponding federal Phase 2 GHG
regulations with the exception of a few minor distinc-
tions. The existing California Tractor−T railer GHG
regulation is equivalent to the federal Phase 2 trailer
standards for MY 2018 through 2020 long box van trail-
ers, and the federal Phase 2 trailer standards for subse-quent years are more stringent than the current Califor-
nia Tractor−Trailer GHG regulation requirements. The
proposed amendments to the California T ractor−T railer
GHG regulation would allow fleet owners to complywith the existing California T ractor−Trailer GHG regu-
lation through the purchase of Phase 2−certified trail-
ers.
OTHER STATUTORY REQUIREMENTS
(Gov. Code, §11346.5, subd. (a)(4))
(only if applicable)
As discussed above, AB 32 requires CARB to enact
regulations to achieve the level of statewide GHG emis-
sions in 1990 by 2020, and SB 32 requires CARB to en-
act regulations to ensure that statewide GHG emissions
are further reduced to 40 percent below the 1990 levelby 2030. In addition, California Health and Safety Codesection 38560 directs CARB to “adopt rules and regula-
tions . . . to achieve the maximum technologically feasi-
ble and cost−ef fective greenhouse gas emission reduc-
tions from sources . . . subject to the criteria and sched-
ules set forth in this part.”CALIFORNIA REGULATORY NOTICE REGISTER 2017, VOLUME NO. 51-Z
 1945DISCLOSURE REGARDING THE
PROPOSED REGULATION
Fiscal Impact/Local Mandate Determination
Regarding the Proposed Action (Gov. Code,
§11346.5, subds. (a)(5)&(6)):
The determinations of the Board’s Executive Officer
concerning the costs or savings incurred by publicagencies and private persons and businesses in reason-
able compliance with the proposed regulatory action
are presented below.
Local Agencies and School Districts:
Under Government Code sections 11346.5, subdivi-
sion (a)(5) and 11346.5, subdivision (a)(6), the Execu-tive Officer has determined that the proposed regulato-
ry action to adopt the California Phase 2 GHG regula-
tions would not impose a mandate on any local agency
or school district, whether or not the mandate is reim-bursable, but the regulations would create costs to local
agencies and school districts, but these costs would not
be reimbursable by the State under Government Code,title 2, division 4, part 7, (commencing with section17500).The direct costs from the proposed California
Phase 2 regulations on regulated manufacturers would
be passed on to the heavy−duty fleets who purchaseCalifornia Phase 2−certified heavy−duty vehicles via
increased vehicle prices. Thus, there would be cost im-
pacts on local government fleets that purchase those ve-
hicles. The estimated costs for all local agencies areprojected by fiscal year in Table 1 (costs were rounded
to nearest $1,000). Note that the Table 1 costs do not in-
clude savings in fuel that local government agencyfleets would benefit from due to the more fuel−ef ficient
Phase 2 vehicles. The upfront costs of Phase 2 technolo-
gies result in commercially acceptable payback periods
of 2 to 5 years, with a 2−year or shorter payback formost. These savings would offset the costs shown inTable 1.
Table 1: Estimated Annual Cost to Local
Government Agencies Statewide for the Proposed
Regulatory Action (2017$)
1
Fiscal Y ear Annual Cost ($)
Current 0
2018/2019 0
2019/2020 0
2020/2021 84,000
1Note that the Table 1 costs do not include savings in fuel that lo-
cal agency fleets would benefit from due to operating more fuel−
efficient Phase 2 vehicles. These savings would offset the costsshown in Table 1.Fiscal Y ear Annual Cost ($)
2021/2022 635,000
2022/2023 699,000
2023/2024 721,000
2024/2025 793,000
2025/2026 551,000
2026/2027 552,000
2027/2028 610,000
2028/2029 611,000
Total Cost ($) 5,255,000
The proposed amendments to the California Tractor−
Trailer GHG regulation would not impose additional
costs on local agencies or school districts.
Other Non−Discr etionary Costs or Savings on Local
Agencies:
No additional costs or savings to local agencies be-
yond those addressed above are expected.
State Agencies:
Under Government Code sections 11346.5, subdivi-
sion (a)(5) and 11346.5, subdivision (a)(6), the Execu-
tive Officer has determined that the proposed regulato-
ry action to adopt the Phase 2 GHG regulations wouldresult in costs to CARB due to the anticipated hiring of
additional staff, as well as to other state agencies that
purchase California Phase 2−certified heavy−duty ve-
hicles via increased vehicle prices.
2 This regulatory ac-
tion would not result in savings to any State agency, orcosts or savings in federal funding to the State.
The proposed regulatory action is anticipated to re-
quire CARB hiring of 15 additional positions (two AirPollution Specialists (APS), 11 Air Resources Engi-
neers (ARE), one Staff Air Pollution Specialist (SAPS),
and one Air Resources Supervisor I (ARS I)) to support
the proposed California Phase 2 regulation implemen-tation and enforcement. The cost for an ARS I position
(salary + benefit + overhead) is $202,000 for the first
year with an annual cost in subsequent years of$201,000. The cost for a SAPS position (salary + bene-
fit + overhead) is $187,000 for the first year with an an-
nual cost in subsequent years of $186,000. The cost for
an ARE position (salary + benefit + overhead) is$175,000 for the first year with an annual cost in subse-
quent years of $174,000. The cost for an APS position
(salary + benefit + overhead) is $165,000 for the first
year with an annual cost in subsequent years of$164,000. The hiring of those 15 requested positions
would be spread out from 2018 to 2022, specifically:
one APS and two AREs starting in 2018−2019, two ad-
2 Note that costs to State agencies for purchasing more expensive
Phase 2 vehicles will be offset over time by the fuel savings asso-ciated with Phase 2 technologies.CALIFORNIA REGULATORY NOTICE REGISTER 2017, VOLUME NO. 51-Z
 1946ditional AREs and one ARS I starting in 2019−2020,
five additional AREs starting in 2020−2021, one addi-
tional APS and one additional ARE starting in2021−2022, and lastly one SAPS and one additional
ARE starting in 2022−2023.
There would also be cost impacts on state govern-
ment fleets that purchase California Phase 2−certifiedheavy−duty vehicles. Table 2 shows the annual project-
ed costs to all state agencies due to the proposed regula-
tory action by fiscal year (costs were rounded to nearest$1,000).
Table 2: Estimated Additional Annual Statewide
Costs to State Agencies for the Proposed
Regulatory Action (2017$)
3
Fiscal Y ear Annual Cost ($)
Current 0
2018/2019 515,000
2019/2020 1,064,0002020/2021 1,964,000
2021/2022 2,479,000
2022/2023 2,860,000
2023/2024 2,865,000
2024/2025 2,889,000
2025/2026 2,809,000
2026/2027 2,809,000
2027/2028 2,828,000
2028/2029 2,829,000Total Cost ($) 25,910,000
The proposed amendments to the California Tractor−
Trailer GHG regulation would not impose additional
costs on state agencies.
Cost or Savings in Federal Funding to the State:
No costs or savings in federal funding is anticipated.
Housing Costs (Gov. Code, § 1 1346.5, subd. (a)(12)):
The Executive Officer has also made the initial deter-
mination that the proposed regulatory actions will nothave a significant effect on housing costs.
Significant Statewide Adverse Economic Impact
Directly Affecting Business, Including Ability to
Compete (Gov. Code, &$11346.3, subd. (a), 1 1346.5,
subd. (a)(7), 1 1346.5, subd. (a)(8)):
The Executive Of ficer has made an initial determina-
tion that the proposed regulatory action would not have
3Note that the Table 2 costs do not include savings in fuel that state
agency fleets would benefit from due to operating more fuel−efficient Phase 2 vehicles. These savings would offset the costsshown in Table 2.a significant statewide adverse economic impact direct-
ly affecting businesses, including the ability of Califor-
nia businesses to compete with businesses in otherstates, or on representative private persons.
Results of The Economic Impact Analysis/
Assessment (Gov. Co de, § 1 1346.5, subd. (a)(10)):
A detailed assessment of the economic impacts of the
proposed regulatory action can be found in the staff’sInitial Statement of Reasons (ISOR), or Staff Report.
NON−MAJOR REGULATION: STATEMENT OF
THE RESULTS OF THE ECONOMIC IMPACT
ASSESSMENT (EIA):
The benefits of the regulation to the health and wel-
fare of California residents, worker safety, and the
state’ s envir onment:
GHGs are the primary cause of anthropogenic cli-
mate change. Climate change is already having dramat-
ic impacts in California in the form of reduced snow-
pack, more intense drought, increased wildfire intensi-
ty, and sea level rise. Human−caused climate changethreatens both public health and public welfare. Ex-treme weather events, changes in air quality, increases
in food− and water−borne pathogens, and increases in
temperatures are anticipated to have adverse health ef-
fects. GHG emissions can remain in the atmosphere for
decades to millennia. Transportation activities, in par-
ticular, were the largest contributor to total California
GHG emissions in 2012 (37 percent of total emissions).The federal Phase 2 GHG program will provide sub-
stantial GHG reductions which will help California
achieve the state’s GHG reduction goals. Adoption ofthe California Phase 2 regulation will give Californiathe ability to certify and enforce the federal Phase 2
standards in California, and with proposed minor dis-
tinctions, help preserve the air quality benefits of Cali-
fornia’s incentive and regulatory programs.
The inclusion of the emission standards and other re-
quirements for heavy−duty glider vehicles, glider en-
gines, and glider kits may prevent an increase in NOxand toxic diesel particulate matter emissions from these
vehicles, which would result in health benefits for indi-
viduals in California.
Effect on Jobs/Businesses:
The Executive Officer has determined that the pro-
posed regulatory action would not affect the creation or
elimination of jobs within the State of California, the
creation of new businesses or elimination of existingbusinesses within the State of California, or the expan-
sion of businesses currently doing business within the
State of California. A detailed assessment of the eco-
nomic impacts of the proposed regulatory action can be
found in the Economic Impact Analysis in the StaffReport.CALIFORNIA REGULATORY NOTICE REGISTER 2017, VOLUME NO. 51-Z
 1947Benefits of the Pr oposed Regulation:
The proposed California Phase 2 regulations are in-
tended to 1) harmonize with the federal Phase 2 pro-
gram in terms of structure, timing, and stringency so
engine/vehicle/trailer manufacturers have essentiallyone set of standards with which to comply, 2) allowCARB to verify and enforce federal Phase 2 regulatory
standards, thereby potentially leading to higher levels
of compliance, and 3) establish minor differences in re-quirements that are necessary to ease enforcement,align with existing California programs, and provide in-
centives to bring advanced technologies with low NOx
emissions to market. The proposed amendments to theCalifornia Tractor−T railer GHG Regulation would give
owners of trailer fleets the option of using Phase 2 certi-
fied trailers, and the aerodynamic equipment and low−
rolling resistance tires that are components of federalPhase 2 certified trailers, to comply with the regulation.
A summary of these benefits is provided. Please refer to
“Objectives and Benefits of the Proposed RegulatoryAction,” under the Informative Digest of Proposed Ac-
tion and Policy Statement Overview Pursuant to Gov-
ernment Code 11346.5(a)(3) discussed earlier in this
notice.
Business Report (Gov. Code, §§11346.5, subd.
(a)(11); 1 1346.3, subd. (d)):
In accordance with Government Code sections
11346.5, subdivision (a)(11) and 11346.3, subdivision
(d), the Executive Officer finds the reporting require-ments of the proposed regulatory actions which apply to
businesses are necessary for the health, safety, and wel-
fare of the people of the State of California.
Cost Impacts on Representative Private Persons or
Businesses (Gov. Code, § 1 1346.5, subd. (a)(9)):
In developing this regulatory proposal, staff evaluat-
ed the potential economic impacts on representative
private persons or businesses. The proposed California
Phase 2 regulations would impose additional compli-ance costs on the regulated engine/vehicle/trailer man-ufacturers and the increased costs would be passed on to
the California heavy−duty vehicle fleets that purchase
the California Phase 2−certified vehicles and trailers.Cost impacts on a representative business were estimat-
ed based on increased costs per California private
heavy−duty fleet. Table 3 shows the average annual cost
per impacted private business from 2018 to 2028. Phase2 costs will be offset over time by the fuel savings asso-
ciated with Phase 2 technologies.Table 3: Average Annual Compliance Cost per
Impacted Business from 2018 to 2028 (2017$)
4
Calendar Y ear Annual Statewide Cost per
PrivateBusiness 
($/business)
2018 0
2019 0
2020 5.642021 42.51
2022 46.71
2023 48.22
2024 53.05
2025 36.722026 36.80
2027 40.70
2028 40.79
The proposed amendments to the California Tractor−
Trailer regulation would have no cost impacts on Cali-
fornia private businesses.
Effect on S mall Business (Cal. Code Regs., tit. 1,  § 4,
subds. (a) and (b)):
The Executive Officer has also determined under
California Code of Regulations, title 1, section 4, that
the proposed regulatory action would affect small busi-
nesses. The cost impacts on small businesses, which are
small California heavy−duty fleets, would be the same
as the estimated cost impacts on a representative private
fleet as described in T able 3 above.
Alternatives Statement (Gov. Code, § 1 1346.5, subd.
(a)(13)): 
Before taking final action on the proposed regulatory
action, the Board must determine that no reasonable al-
ternative considered by the Board, or that has otherwise
been identified and brought to the attention of the
Board, would be more ef fective in carrying out the pur-
pose for which the action is proposed, or would be as ef-
fective and less burdensome to affected private persons
than the proposed action, or would be more cost−
effective to affected private persons and equally effec-tive in implementing the statutory policy or other provi-
4 Note that the Table 3 costs do not include savings in fuel that
heavy−duty vehicle fleets would benefit from due to operating
more fuel efficient Phase 2 vehicles. These savings would offsetthe costs shown in Table 3.CALIFORNIA REGULATORY NOTICE REGISTER 2017, VOLUME NO. 51-Z
 1948sions of law. Alternatives to the proposed rulemaking
are described in the Staf f Report.
ENVIRONMENTAL ANALYSIS
CARB, as the lead agency for the proposed regula-
tion, has concluded that this action is exempt fromCEQA, as described in CEQA Guidelines §15061, be-cause the action is both an Action Taken by Regulatory
Agencies for Protection of the Environment (as de-
scribed in CEQA Guidelines §15308 for “class 8” ex-emptions); and it is also exempt as described in CEQA
Guidelines §15061(b)(3) (“common sense” exemp-
tion) because it can be seen with certainty that there isno possibility that the proposed action may result in asignificant adverse impact on the environment. A brief
explanation of the basis for reaching this conclusion is
included in Chapter V of the Staff Report.
SPECIAL ACCOMMODATION REQUEST
Consistent with California Government Code Sec-
tion 7296.2, special accommodation or language needs
may be provided for any of the following:
/C0068 An interpreter to be available at the hearing;
/C0068 Documents made available in an alternate formator another language;
/C0068 A disability−related reasonable accommodation.
To request these special accommodations or lan-
guage needs, please contact the Clerk of the Board at
(916) 322−5594 or by facsimile at (916) 322−3928 assoon as possible, but no later than 10 business days be-
fore the scheduled Board hearing. TTY/TDD/Speech to
Speech users may dial 711 for the California Relay
Service.
Consecuente con la sección 7296.2 del Código de
Gobierno de California, una acomodación especial o
necesidades lingüisticas pueden ser suministradas para
cualquiera de los siguientes:
/C0068 Un intérprete que esté disponible en la audiencia;
/C0068 Documentos disponibles en un formato alterno u
otro idioma;
/C0068 Una acomodación razonable relacionados con una
incapacidad.
Para solicitar estas comodidades especiales o necesi-
dades de otro idioma, por favor llame a la oficina delConsejo al (916) 322−5594 o envíe un fax a (916)322−3928 lo más pronto posible, pero no menos de 10
días de trabajo antes del día programado para la audien-
cia del Consejo. TTY/TDD/Personas que necesiten esteservicio pueden marcar el 711 para el Servicio de Re-transmisión de Mensajes de California.AGENCY CONTACT PERSONS
Inquiries concerning the substance of the proposed
regulatory action may be directed to the agency repre-
sentative, Alex Santos, Staff Air Pollution Specialist,On−Road Heavy Duty Diesel Section, at (626)
575−6682 or (designated back−up contact) Mitzi Mag-
toto, Air Resources Engineer, Strategic Planning and
Development Section, at (916) 323−8975.
A V AILABILITY OF DOCUMENTS
CARB has prepared a Staff Report (i.e., the Initial
Statement of Reasons (ISOR)) 
for the proposed regula-
tory action, which includes a summary of the economic
and environmental impacts of the proposal. The report
is entitled: Proposed California Greenhouse Gas
(GHG) Emissions Standards for Medium− and Heavy−
Duty Engines and Vehicles (Phase 2) and ProposedAmendments to the Tractor−Trailer GHG Regulation.
Copies of the Staff Report and the full text of the pro-
posed regulatory language, with amendments in under-
line and strikeout format to allow for comparison with
the existing regulations, may be accessed on CARB’s
website listed below, or may be obtained from the Pub-
lic Information Office, Air Resources Board, 1001 IStreet, Visitors and Environmental Services Center,
First Floor, Sacramento, California, 95814, (916)
322−2990, on December 19, 2017.
Further, the agency representative to whom nonsub-
stantive inquiries concerning the proposed administra-
tive action may be directed is Bradley Bechtold, Regu-
lations Coordinator, (916) 322−6533. The Board staffhas compiled a record for this rulemaking action, which
includes all the information upon which the proposal is
based. This material is available for inspection upon re-
quest to the contact persons.
HEARING PROCEDURES
The public hearing will be conducted in accordance
with the California Administrative Procedure Act,Government Code, title 2, division 3, part 1, chapter 3.5
(commencing with section 1 1340).
Following the public hearing, the Board may take ac-
tion to approve for adoption the regulatory language as
originally proposed, or with non−substantial or gram-
matical modifications. The Board may also approve for
adoption the proposed regulatory language with othermodifications if the text as modified is sufficiently re-lated to the originally proposed text that the public was
adequately placed on notice and that the regulatory lan-
guage as modified could result from the proposed regu-latory action. If this occurs, the full regulatory text, with
the modifications clearly indicated, will be made avail-CALIFORNIA REGULATORY NOTICE REGISTER 2017, VOLUME NO. 51-Z
 1949able to the public, for written comment, at least 15−days
before final adoption.
The public may request a copy of the modified regu-
latory text from CARB’ s Public Information Office, Air
Resources Board, 1001 I Street, Visitors and Environ-
mental Services Center, First Floor, Sacramento, Cali-fornia, 95814, (916) 322−2990.
FINAL STATEMENT OF
REASONS A V AILABLITY
Upon its completion, the Final Statement of Reasons
(FSOR) will be available and copies may be requestedfrom the agency contact persons in this notice, or may
be accessed on CARB’S website listed below.
INTERNET ACCESS
This notice, the ISOR and all subsequent regulatory
documents, including the FSOR, when completed, are
available on CARB’s website for this rulemaking at
http://www.arb.ca.gov/regact/2018/phase2/
phase2.htm 
TITLE 17. AIR RESOURCES BOARD
NOTICE OF PUBLIC HEARING TO CONSIDER
PROPOSED AMENDMENTS TO THE AREA
DESIGNATIONS FOR STATE AMBIENT AIR
QUALITY STANDARDS
The California Air Resources Board (CARB or
Board) will conduct a public hearing at the time andplace noted below to consider approving for adoption
the proposed amendments to the regulations designat-
ing areas of California as attainment, nonattainment,nonattainment−transitional, or unclassified for pollu-
tants with State ambient air quality standards.
DATE: February 8, 2018
TIME: 9:00 a.m.
LOCATION: California Environmental Protection
 Agency
Air Resources Board 
Byron Sher Auditorium1001 I Street,Sacramento, California 95814
This item may be considered at a meeting of the
Board, which will commence at 9:00 a.m., February 8,
2018, and may continue at 8:30 a.m., on February 9,
2018. Please consult the agenda for the hearing, which
will be available at least ten days before February 8,2018, to determine the day on which this item will beconsidered.WRITTEN COMMENT PERIOD AND
SUBMITTAL OF COMMENTS
Interested members of the public may present com-
ments orally or in writing at the hearing and may pro-vide comments by postal mail or by electronic submittal
before the hearing. The public comment period for this
regulatory action will begin on December 22, 2017.Written comments not physically submitted at the hear-
ing must be submitted on or after December 22, 2017,
and received no later than 5:00 p.m. on February 5,
2018. CARB requests that when possible, written and
email statements be filed at least ten days before thehearing to give CARB staff and Board members addi-
tional time to consider each comment. The Board also
encourages members of the public to bring to the atten-
tion of staff in advance of the hearing any suggestions
for modification of the proposed regulatory action.
Comments submitted in advance of the hearing must be
addressed to one of the following:
Postal  mail: Clerk of the Board, 
California Air Resources Board 1001 I Street, Sacramento,California 95814
Electronic
submittal: http://www.arb.ca.gov/lispub/
comm/bclist.php
Please note that under the California Public Records
Act (Gov. Code, § 6250 et seq.), your written and oralcomments, attachments, and associated contact infor-
mation (e.g., your address, phone, email, etc.) become
part of the public record and can be released to the pub-
lic upon request.
Additionally, the Board requests but does not require,
that persons who submit written comments to the Board
reference the title of the proposal in their comments tofacilitate review.
AUTHORITY AND REFERENCE
This regulatory action is proposed under the authority
granted in California Health and Safety Code (H&SC ),
sections 39607(e) and 39608. This action is proposed to
implement, interpret, and make specific sections60201, 60205, and 60210.
INFORMATIVE DIGEST OF PROPOSED ACTION
AND POLICY STATEMENT OVERVIEW 
(GOV . CODE, § 11346.5. subd. (a)(3))
Sections Affected:
 Proposed amendments to Cali-
fornia Code of Regulations, title 17, sections 60201,60205, and 60210.CALIFORNIA REGULATORY NOTICE REGISTER 2017, VOLUME NO. 51-Z
 1950Background and Effect of the Proposed Regulatory
Action:
CARB is charged with the responsibility of adopting
ambient air quality standards in consideration of thepublic health, safety, and welfare (Health and SafetyCode [H&SC] section 39606). To date, CARB has
adopted State ambient air quality standards (State stan-
dards) for ten pollutants, set forth in California Code ofRegulations (CCR), title 17, section 70200. In addition,
H&SC section 39607(e) requires CARB to establishdesignation criteria that provide the basis for designat-
ing areas of California as attainment or nonattainmentwith respect to the State standards. The designation cri-
teria are set forth in CCR, title 17, sections 70300through 70306, and appendices 1 through 3 thereof.Based on these designation criteria, H&SC section39608 further requires CARB to establish and annually
review area designations for State standards; this pro-posal fulfills that review requirement.
Objectives and Benefits of the Proposed Regulatory
Action: 
During the annual review, CARB determines
whether changes to the existing area designations arewarranted based on an evaluation of recent air qualitydata. The proposed amendments to the area designa-tions classify the air quality in communities as towhether it meets the State standards. Depending on the
proposed changes to an area’ s designation, air pollution
control or air quality management districts may be re-quired to adopt and submit a plan to correct for deficien-
cies in meeting the State standards for ozone, carbonmonoxide, nitrogen dioxide, and sulfur dioxide. Dis-tricts may modify the emission reduction strategy or al-
ternative measure of progress in the plan if the districtdemonstrates to CARB’s satisfaction that the modified
strategy is at least as effective in improving air quality
as the strategy in the plan.
The annual review and update of the area designa-
tions gives the public, businesses, and government anindication of whether the health−based standards arebeing met. This information allows the public to makemore educated decisions regarding personal health andresidency, as well as participation in outdoor activities.
In addition, businesses and government are given theopportunity to make informed decisions regardingworker health and safety.
Objectives:
This year’s review of the area designations is based
on air quality data from 2014 through 2016. The pro-
posed amendments provide for the following changes:Ozone:
/C0068 Designate the Lake Tahoe Air Basin as
Attainment. This area is currently designated asNonattainment−T ransitional.
/C0068 Designate the North Central Coast Air Basin as
Nonattainment. This area is currently designatedas Nonattainment−T ransitional.
/C0068 Designate Sutter and Yuba Counties in the
Sacramento Valley Air Basin as Nonattainment.These areas are currently designated asNonattainment−T ransitional.
PM
10 (Suspended Particulate Matter):
/C0068 Designate Shasta County in the Sacramento V alley
Air Basin as Attainment. This area is currentlydesignated as Nonattainment.
/C0068 Designate Lassen County in the Northeast Plateau
Air Basin as Unclassified. This area is currentlydesignated as Nonattainment.
/C0068 Designate Modoc County in the Northeast Plateau
Air Basin as Unclassified. This area is currentlydesignated as Nonattainment.
PM
2.5 (Fine Particulate Matter):
/C0068 Designate, within San Bernardino County, the
County Portion of federal Southeast DesertModified AQMA for Ozone as Attainment. Thisarea is currently designated as Nonattainment.
Benefits:
Environmental Justice. Some communities experi-
ence higher exposures to air pollutants, and it is a priori-
ty of CARB to ensure that full protection is afforded toall Californians. CARB’s designations provide mem-bers of these communities with updated informationabout the air quality of their communities, which, asstated, allows them to make more educated decisionsregarding personal health and residency, as well as par-
ticipation in outdoor activities.
Safeguarding the quality of the physical envir onment.
An area’s designation status provides a classificationthat assists local districts to more accurately assess local
air quality. As discussed above, depending on the pro-posed changes to an area’s designation, a district may be
required to adopt and submit a plan to correct for defi-ciencies in meeting the State standards for ozone, car-bon monoxide; nitrogen dioxide, and sulfur dioxide. Asa result, indirect benefits to the quality of the physicalenvironment may result if the district adopts or amends
its regulations with a goal toward achieving the Statestandards.
Encouraging a regional appr oach to the State ambi-
ent air quality, whenever possible. The proposed desig-