CALIFORNIA REGULATORY NOTICE REGISTER 2019, VOLUME NO. 10-Z
 377AUTOMATIC MAILING
A copy of this Notice, including the Informative Di-
gest, is being sent to all persons on the Insurance Com-
missioner’s mailing list.
A V AILABILITY OF DOCUMENTS
ON THE INTERNET
The Initial Statement of Reasons, proposed text, and
this Notice of Proposed Action will be published online
and may be accessed through the Department’s websiteat www.insurance.ca.gov
.
A V AILABILITY OF MODIFIED TEXT
OF REGULATIONS
If the Department amends the proposed regulations
with changes that are sufficiently related to the original
text, the Department will make the full text of theamended regulations, with the changes clearly indicat-ed, available to the public for at least 15 days before the
date the Department adopts the amended regulations.
TITLE 13. AIR RESOURCES BOARD
NOTICE OF PUBLIC HEARING TO
CONSIDER PROPOSED AMENDMENTS TO
THE RED STICKER PROGRAM FOR
OFF−HIGHWAY RECREATIONAL VEHICLES
The California Air Resources Board (CARB or
Board) will conduct a public hearing at the time and
place noted below to consider approving for adoptionthe proposed amendments for the red sticker programfor off−highway recreational vehicles.
DATE: April 25, 2019
TIME: 9:00 a.m.
LOCATION: California Environmental 
Protection Agency
California Air Resources Board
Byron Sher Auditorium1001 I Street Sacramento, California 95814
This item will be considered at a meeting of the
Board, which will commence at 9:00 a.m., April 25,2019, and may continue at 8:30 a.m., on April 26, 2019.
Please consult the agenda for the hearing, which will beavailable at least ten days before April 25, 2019, to de-
termine the day on which this item will be considered.
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 March 8, 2019. Written
comments not physically submitted at the hearing must
be submitted on or after March 8, 2019, and received no
later than 5:00 p.m. on April 22, 2019.  CARB re-
quests that when possible, written and email statements
be filed at least ten days before the hearing to give
CARB staff and Board members additional time to con-
sider each comment. The Board also encourages mem-
bers of the public to bring to the attention of staff in ad-
vance of the hearing any suggestions for modification
of the proposed regulatory action. Comments submitted
in advance of the hearing must be addressed to one ofthe 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 oral
comments, attachments, and associated contact infor-
mation (e.g., your address, phone, email, etc.) becomepart 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 Health and Safety Code, sections 39600,39601, 43013, 43018, 43101, 43105, 43107, 43205.5,43210, and 43824; and Vehicle Code sections 38020
and 38390. This action is proposed to implement, inter-
pret, and make specific Health a nd Safety Code sections
43013, 43018, 43101, 43102, 43104, 43105, 43106,43107, 43204, 43205, 43205.5, 43210, and 43824.CALIFORNIA REGULATORY NOTICE REGISTER 2019, VOLUME NO. 10-Z
 378INFORMATIVE DIGEST OF PROPOSED ACTION
AND POLICY STATEMENT OVERVIEW
(GOV . CODE, § 11346.5, subd. (a)(3))
Sections Affected:  Proposed amendments to
California Code of Regulations, title 13, sections 2411,
2412, 2415, 2416, 2418, and 2419.4.
Background and Effect of the Proposed Regulatory
Action:
While significant reductions in harmful emissions
from vehicles have occurred in recent years, California
needs additional reductions of reactive organic gases(ROG) and oxides of nitrogen (NOx) emissions to
achieve attainment of the ozone standard in all areas of
the state. Mobile sources have historically been thelargest source of ROG and NOx emissions in Califor-nia. As on−road mobile sources have become progres-
sively cleaner, the emissions contribution from off−
road sources, as well as mobile sources under federaland international jurisdiction (e.g., ships, locomotives,
and aircraft) has become more prominent. One signifi-
cant source of ROG in California is off−highway recre-
ational vehicles (OHRV), which includes all−terrainvehicles, off−road motorcycles, and specialty off−
highway vehicles.
CARB adopted the first emissions control regulations
for OHRV in 1994. These regulations went into effectstarting in 1997 and were technology forcing. To com-
ply, the OHRV industry had to shift from predominantly
high−emitting two−stroke engines to cleaner four−
stroke engines. As the 1997 effective date approached,OHRV dealers and manufacturers expressed concern
that there was not an adequate ran ge of certified models
available. To address this concern, CARB adopted thered sticker program in 1998. The red sticker program al-
lows for the certification and sale of high−emitting
OHRV with no emissions controls. The red sticker pro-gram was envisioned as a temporary program to allowadditional time for the OHRV industry to develop
cleaner engines. To mitigate emissions from these vehi-
cles, their use is restricted on public lands during thesummer months in areas where ozone levels exceedfederal standards.
CARB amended California’s OHRV regulations in
2006 and 2013 to require increasingly stringent control
of evaporative emissions from OHRV . Vehicles certi-
fied under the red sticker program remained exempt
from evaporative control requirements. Now, morethan 20 years after the red sticker program was adopted,
cleaner engine technology is readily available. Howev-
er, more than half of all off−highway motorcycles sold
in California are red sticker models with no emissionscontrols. CARB staff has found that the red sticker pro-
gram’s seasonal riding restrictions do not significantlyreduce emissions and that the program does not address
evaporative emissions that occur during vehicle stor-
age, which comprise the majority of emissions fromOHRV .
To attain the 8−hour federal ambient air quality stan-
dard for ozone, which is both more challenging andmore protective of public health than the previous stan-
dard, it is necessary to incorporate expanded of f−road
mobile source emissions control into California’s State
Strategy for the State Implementation Plan (SIP). InMarch 2017, the Board adopted amendments to theState Strategy, which comprises state and local air qual-
ity planning documents showing how and when Cali-
fornia will meet ambient air quality standards (AAQS).
The Revised Proposed 2016 State Strategy for SIP de-
scribes proposed commitments to achieve necessary re-
ductions from CARB categories, including mobilesources, through a series of regulatory programs to meet
federal air quality standards.
Measures in the 2016 State Strategy include the fur-
ther deployment of cleaner technologies for of f−road
vehicles. The proposed regulatory amendments carryout the State Strategy by ending the red sticker program
and therefore ending certification of OHRV with no
emissions controls starting in 2022. The proposedamendments are projected to reduce ROG and NOxemissions by approximately six tons per day statewide,
including ozone nonattainment areas throughout Cali-
fornia.
Proposed Regulatory Action:
In summary, staff proposes the following:
/C0068 End the red sticker certification program for
OHRV beginning in model year 2022;
/C0068 Lift the seasonal riding restrictions on existing red
sticker OHRV starting on January 1, 2025;
/C0068 Harmonize with U.S. EPA evaporative standards
for off−highway motorcycles of mode l years 2020
through 2026;
/C0068 Harmonize with U.S. EPA exhaust standards for
off−highway motorcycles from 2022 through
2027;
/C0068 Establish cost−effective alternative requirements
for controlling evaporative emissions from OHRV
starting in 2020;
/C0068 Set more stringent exhaust emission control
standards for ATV , off−road sport vehicles, andoff−road utility vehicles from 2022;
/C0068 Amend the current emissions fleet averaging and
zero emission vehicle credit provisions to provide
manufacturers with flexible compliance pathways
and accelerate development of zero emission
OHRV; and
/C0068 Adopt more stringent California−specific
emissions standards for new OHRV starting withCALIFORNIA REGULATORY NOTICE REGISTER 2019, VOLUME NO. 10-Z
 379the 2027/28 model year to reduce emissions and
help achieve California’s air quality goals.
Objectives and Benefits of the Proposed Regulatory
Action:
The purpose of the proposed amendments is to reduce
exhaust and evaporative emissions from OHRV . Theproposal focuses on the highest emitting OHRV mod-els. Specifically, the proposed amendments would endcertification and thus sales of new red sticker models in
the 2022 model year. Thereafter, all OHRV must be cer-
tified as meeting emissions standards or sold and usedexclusively for competition use. From 2020 through2026, California’s evaporative standards for off−highway motorcycles (OHMCs) and all−terrain vehi-cles (A TVs) will be identical to U.S. EP A standards. To
help California’s OHRV dealers and manufacturerscomply with these requirements, the proposal includesalternative evaporative emissions standards forOHMCs and ATVs from 2020 through 2026. Beginning
in model year 2022, California’s exhaust standards forOHMCs and ATVs will be at least as stringent as theU.S. EPA standards. Exhaust standards for ATVs, off−road sport vehicles, and of f−road utility vehicles will
slowly become more stringent until 2027. Exhaust stan-
dards for OHMCs will remain identical to U.S. EPAstandards until 2027. After the 2020 through 2027 tran-
sitional period, all OHRV will be subject to California−
specific standards (green sticker) that are more strin-gent than federal standards but are technically feasibleand provide cost−effective emissions reductions. Staffhas worked with OHMC manufacturers to provide suf-ficient time and certification flexibility to allow com-pliance with limited disruptions to the market.
Staff held multiple public workshops with stakehold-
ers during the regulation development process and pre-sented updates to the California State Parks Off−Highway Motor Vehicle Recreation Commissionthroughout the rule development process. The proposed
regulatory action was developed with input fromOHRV manufacturers to ensure that the proposalachieves cost−effective emission reductions withoutcreating an unnecessary burden on industry.
Based on internal CARB emissions testing and an
industry−wide cost survey, staff determined that this
proposal will significantly reduce emissions fromOHRV starting in 2022 and will be cost−ef fective rela-
tive to other mobile source regulations. Furthermore,the adoption of the proposed amendments will harmo-nize CARB’s OHRV certification requirements withthe U.S. EPA OHRV program that requires certification
of compliant vehicles and provides an exemption forcompetition vehicles. ATVs and other specialty vehi-cles are mostly compliant with existing emissions con-trols and ATV manufacturers stated they anticipate no
additional costs to meet the more stringent proposed ex-
haust standards.
This proposal will require the transfer of proven
evaporative and exhaust emissions control technolo-gies from other vehicle categories to OHRV . The pro-
posed amendments provide sufficient flexibility and
time to allow OHRV manufacturers to incorporate vari-
ous emissions control technologies and comply with
applicable standards, reduce OHRV emissions, andhelp meet California’s air quality goals.
The proposed regulatory action will deliver signifi-
cant emission reduction benefits well into the future.Staff project a more than 50 percent reduction in Cali-
fornia’s statewide OHRV emissions in 2040 as com-
pared to 2020. A slight increase in summertime emis-
sions is expected in 2025 when seasonal riding restric-
tions are lifted for existing red sticker OHRV. However,
this increase is more than offset by the reductions pro-
vided by the regulation from 2022 through 2024. Most
of these reductions will be achieved by ending certifica-
tion of the highest emitting OHRV starting in 2022. Fur-
ther reductions will be achieved by gradually imple-menting tighter evaporative and exhaust standards in
subsequent years, and as users’ existing red sticker ve-
hicles wear out, break down, and are taken out of active
use.
The fleet emissions averaging provisions will pro-
vide manufacturers with flexibility to apply controls
where they are most beneficial and cost ef fective, while
enhancements to OHRV advanced fuel system creditswill encourage the expansion of zero emission vehicle
technology into the of f−road sector to achieve addition-
al future emissions reductions. Fleet averaging will be a
valuable means for manufacturers to transition their
currently uncontrolled vehicles to meeting applicableemissions standards. The proposed changes enhance
the current fleet averaging and zero emission provi-
sions, further helping to encourage manufacturers todevelop and market zero emissions OHRV and to en-
sure a wide range of certified OHRV once the certifica-
tion of new red sticker vehicles ends in 2022.
The expected emission reductions associated with the
proposed regulation will result in indirect benefits to the
health and welfare of California residents and the
State’s environment. The proposed amendments would
reduce ROG and NOx emissions released into the at-mosphere, resulting in improved air quality that will
help California meet the federal 8−hour air quality stan-
dard for ozone. Additionally, the proposed amendments
would result in reduced exposure to benzene, a toxic air
contaminant and known carcinogen. Due to reduced fu-
el consumption as well as ROG emissions reductions,CALIFORNIA REGULATORY NOTICE REGISTER 2019, VOLUME NO. 10-Z
 380staff also anticipates a small reduction in greenhouse
gas emissions.
No discussion of alternatives or mitigation measures
to address significant adverse environmental impacts is
necessary because no significant adverse environmen-
tal impacts would result from implementation of the
proposed amendments. This is because the proposed
amendments propose emission standards to reduceemissions from OHRV , which would be accomplished
by using already existing technologies. CARB staff an-
ticipates benefits to the health and welfare of California
residents and the State’s environment but does not an-
ticipate any costs or benefits to worker safety.
Comparable Federal Regulations:
In 2002, the U.S. EPA promulgated federal regula-
tions to control exhaust and evaporative emissions from
OHRV. (40 CFR, Chapter I, Subchapter U, Part 1051 et
seq.) The proposed regulatory action will harmonizeCalifornia’s emissions control requirements for
OHMCs with U.S. EPA requirements from 2020
through 2026 (evaporative) and 2022 through 2027 (ex-
haust). However, after this transitional period, all
OHRV including OHMCs will be subject to Califor-
nia’s OHRV exhaust and evaporative emission controlrequirements, which are more stringent than compara-
ble federal requirements. The proposed amendments al-
so include more stringent evaporative diurnal require-ments for OHMC than those that are federally required.
These more stringent elements are technically feasible,
cost effect ive, and provide emissions reductions that are
necessary in order to address California’s unique air
quality challenges.
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 action, CARB conducted a search of any similar
regulations on this topic and concluded these regula-
tions are neither inconsistent nor incompatible with ex-
isting State regulations.
DISCLOSURE 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.
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 would not create costs or savings in federalfunding to the State or costs or mandate to any localagency or school district, whether or not reimbursable
by the State under Government Code, title 2, division 4,
part 7 (commencing with section 17500), or othernondiscretionary cost or savings to State or localagencies.
The California Department of Parks and Recreation
is anticipated to incur increased incremental costs forOHMCs they purchase after 2022, when the elimina-
tion of the red sticker program occurs. Based on infor-
mation supplied by State Parks, annual costs to Stateparks are estimated to be approximately $8,500 (i.e.,$333 price increase per OHMC x 5) beginning in the
2021−2022 fiscal year.
Housing Costs (Gov. Co de, § 1 1346.5, subd. (a)(12)):
The Executive Officer has also made the initial deter-
mination that the proposed regulatory action will nothave a significant effect on housing costs.
Significant Statewide Adverse Economic Impact
Directly Affecting Business, Including Ability to
Compete (Gov. Code, §§ 1 1346.3, 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
a significant statewide adverse economic impact direct-
ly affecting businesses, including the ability of Califor-
nia businesses to compete with businesses in other
states, or on representative private persons.
Because all major OHRV manufacturing facilities af-
fected by the proposed regulation are located outside of
California, there will only be an indirect impact on Cali-
fornia small businesses that sell and service OHRVs.
During the initial years of implementation, the in-creased cost of OHRV may lead to a slight drop in de-mand that could result in lower profits for OHRV deal-
ers. Dealers may carry unsold stock over to the next
year, possibly incurring less profit on the sale of theseunits. However, these impacts have been mitigated by
the flexible phase−in schedule of emission controls and
the ability for manufacturers to certify vehicles usingfleet average emissions. The proposal harmonizes with
U.S. EPA standards for OHMC from 2022 through
2026, so California’s OHRV dealers should have access
to the same models for sale as their counterparts in theother 49 states. Staff projects there will be no noticeable
change in employment, business creation, eliminationCALIFORNIA REGULATORY NOTICE REGISTER 2019, VOLUME NO. 10-Z
 381or expansion, or business competitiveness in California
due to the proposed regulatory action.
Results of the Economic Impact Analysis/
Assessment (Gov. Code, § 1 1346.5, subd. (a)(10)):
Non−Major Regulation: Statement of the Results of
the Economic Impact Assessment (EIA) :
The total statewide costs of this regulation over 20
years is expected to be $72.7 million between 2022 and
2042. This figure covers OHRV manufacturers’ com-pliance costs (incremental and capital) as well as report-
ing costs.
(A) The creation or elimination of jobs within the State
of California.
The Executive Officer has determined that the
proposed regulatory action would not
significantly affect the creation or elimination ofjobs within the State of California. On average,CARB staff estimates the manufacturer costincrease for compliance with this proposedregulation is about $333 per OHRV , which willresult in about a six percent increase for theaverage retail price for new OHRV . This minimaleconomic impact is not expected to create oreliminate jobs within California.
(B) The creation of new business or the elimination of
existing businesses within the State of California.
The Executive Officer has determined that the
proposed regulatory action would not
significantly affect the creation of new businesses
or elimination of existing businesses within theState of California. On average, CARB staffestimates the manufacturer cost increase forcompliance with this proposed regulation is about
$333 per OHRV , which will result in about a sixpercent increase for the average retail price fornew OHRV. This minimal economic impact is notexpected to create or eliminate businesses withinCalifornia.
(C) The expansion of businesses currently doing
business within the State of California.
The Executive Officer has determined that the
proposed regulatory action would not
significantly affect the expansion of businessescurrently doing business within the State ofCalifornia. On average, CARB staff estimates the
manufacturer cost increase for compliance withthis proposed regulat ion is about $333 per OHRV,
which will result in about a six percent increase for
the average retail price for new OHRV . Thiseconomic impact is not expected to expandbusinesses within California.(D) The benefits of the regulation to the health and
welfare of California residents, worker safety, and
the state’ s environment.
CARB staff anticipates benefits to the health and
welfare of California residents and the State’s
environment but does not anticipate any costs orbenefits to worker safety. The proposed
amendments are expected to reduce ROG and
NOx emissions by approximately six tons per daystatewide upon full implementation in 2042,improving air quality in the air basins where these
OHRV are operated and stored. A summary of
these benefits is provided in the Economic Impact
Analysis in the ISOR. Also, see page 3 of thenotice under “Subarticle 2. Benefits of the
Proposed Regulatory Action.”
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 Initial
Statement of Reasons (ISOR).
Benefits of the Pr oposed Regulation:
The objective of the proposed amendments is to re-
duce emission from OHRV by requiring all certifiedOHRV to comply with emissions standards. The pro-posal includes provisions to reduce the cost of incorpo-
rating emission controls into previously uncontrolled
OHRV . Statewide ROG + NOx emissions from OHRVwill decrease by about six tons per day by 2042, which
benefits California’s air quality and health impacts for
residents af fected by these emissions sources.
A summary of these benefits is provided, please refer
to “Objectives and Benefits,” under the Informative Di-
gest of Proposed Action and Policy Statement Over-
view Pursuant to Government Code 11346.5(a)(3) dis-
cussion on page 4.
Business Report (Gov. Code, §§ 11346.5, subd.
(a)(11); 1 1346.3, subd. (d)):
In accordance with Government Code sections
11346.5, subdivisions (a)(11) an d 11346.3, subdivision
(d), the Executive Officer finds the reporting require-ments of the proposed regulatory action which apply to
businesses are necessary for the health, safety, and wel-
fare of the people of the State of California. Reporting
requirements are necessary to ensure manufacturercompliance with the proposed standard. Additionally,reporting requirements allow manufacturers to certifyCALIFORNIA REGULATORY NOTICE REGISTER 2019, VOLUME NO. 10-Z
 382vehicles using advanced fuel system credits, which will
help reduce the cost of compliance and encourage the
production of zero emission vehicles.
Cost Impacts on Representative Private Persons or
Businesses (Gov. Code, § 1 1346.5, subd. (a)(9)):
In developing this regulatory proposal, CARB staff
evaluated the potential economic impacts on represen-
tative private persons or businesses. ATVs and otherspecialty vehicles are mostly compliant with existingemissions controls and ATV manufacturers stated they
anticipate no additional costs to meet the more stringent
proposed exhaust standards. The cost of implementa-tion is anticipated to be borne by OHMC manufacturers
that will have to incorporate emission controls on previ-
ously uncontrolled OHMC models. This cost is expect-
ed to be passed down to the consumer and is estimatedto result in an increased retail price of about $333 per
vehicle, which is approximately a 6 percent cost in-
crease per OHRV (based on an average retail cost of$5,711 per vehicle). A retail price increase would beless noticeable for OHRV models that can more readily
absorb fixed cost increases, such as vehicles with high
sales volumes or higher prices. Consumers who intendto purchase a high emitting two−stroke OHRV may find
that there are no certified models available and would
thus need to purchase a cleaner four−stroke model or an
uncertified model for competition use only.
Effect on Small 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 not affect smallbusinesses. The proposed amendments directly affect
only OHRV manufacturers, which are all large corpora-
tions based outside of California. The proposal mayhave an indirect impact on dealers — which in most cas-
es meet the definition of small businesses — that sell
and repair OHRV throughout California if models are
not available for sale because the emissions standardsare too stringent. It is possible that some manufacturerswill choose to remove certain models from the Califor-
nia market or sell them strictly for competition use,
which could reduce dealer sales. Staff has worked with
the manufacturers to provide flexibility to allow a wide
variety of models to meet the proposed emissions stan-
dards with minimal additional costs. As such, CARBstaff does not anticipate a reduction in available models
that affects sales. While it is difficult to predict exactly
how all OHRV manufacturers will respond to the pro-
posed amendments, the likelihood of reduced OHRVmodel availability is minimal given the flexible certifi-
cation pathways provided for manufacturers.Consideration of Alternatives (Gov. Code,
§ 11346.5, 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 theBoard, would be more ef fective in carrying out the pur-
pose for which the action is proposed, 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-
sions of law.
CARB staff considered two alternatives: no action or
imposing existing exhaust and evaporative emissions
controls on all OHRVs in model year 2022 when the red
sticker program ends instead of the phase−in approachin the proposed regulation. The alternatives are de-scribed in Chapter IX of the ISOR. These alternatives
were evaluated, but dismissed as not being as ef fective,
more effective, or more cost−effective than the pro-posed regulation in carrying out the purposes for which
this action is proposed.
STATE IMPLEMENTATION PLAN REVISION
If adopted by CARB, CARB plans to submit the pro-
posed regulatory action to the U.S. EPA for approval as
a revision to the California SIP, which is required by thefederal Clean Air Act (CAA). The adopted regulatory
action would be submitted as a SIP revision because it
amends regulations intended to reduce emissions of air
pollutants in order to attain and maintain the NationalAmbient Air Quality Standards promulgated by U.S.
EPA pursuant to the CAA.
ENVIRONMENTAL ANALYSIS
In accordance with CARB’s certified regulatory pro-
gram, California Code of Regulations, title 17, sections
60000 through 60008, and the California Environmen-tal Quality Act, Public Resources Code section
21080.5, CARB has conducted an analysis of the poten-
tial for significant adverse and beneficial environmen-tal impacts associated with the proposed regulatory ac-
tion. CARB, as the lead agency under the California En-
vironmental Quality Act (CEQA), has reviewed theproposed amendments and concluded that this is ex-empt pursuant to CEQA Guidelines §15308 — Actions
Taken by Regulatory Agencies for Protection of the En-
vironment. A brief explanation of the basis for reaching
this conclusion is included in Chapter VI of the InitialStatement of Reasons.CALIFORNIA REGULATORY NOTICE REGISTER 2019, VOLUME NO. 10-Z
 383SPECIAL 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 format
or another language; and
/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 as
soon 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 RelayService.
Consecuente con la sección 7296.2 del Código de
Gobierno de California, una acomodación especial onecesidades lingüísticas 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; y
/C0068 Una acomodación razonable relacionados con unaincapacidad.
Para solicitar estas comodidades especiales o necesi-
dades de otro idioma, por favor llame a la oficina delConsejo al (916) 322−5594 o envié 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 este
servicio 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 Scott Monday, Staff Air Pollution Specialist,
Engineering and Regulatory Development Section, at(916) 445−9319 or (designated back−up contact) Scott
Bacon, Air Resources Supervisor, Engineering and
Regulatory Development Section, at (916) 322−8949.
A V AILABILITY OF DOCUMENTS
CARB staff has prepared a Staff Report: Initial State-
ment of Reasons (ISOR) for the proposed regulatory ac-
tion, which includes a summary of the economic and
environmental impacts of the proposal. The report is en-
titled: Proposed Amendments to the Red Sticker Pro-gram for Of f−Highway Recreational V ehicles.Copies of the ISOR and the full text of the proposed
regulatory language, in underline
 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 Public Information Office,
Air Resources Board, 1001 I Street, Visitors and Envi-ronmental Services Center, First Floor, Sacramento,California, 95814, on March 5, 2019.
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 staff
has 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 other
modifications 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-
able to the public, for written comment, at least 15 days
before final adoption. The public may request a copy of
the modified regulatory text from CARB’s Public In-formation Office, Air Resources Board, 1001 I Street,Visitors and Environmental Services Center, First
Floor, Sacramento, California, 95814.
FINAL STATEMENT OF
REASONS A V AILABILITY
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 athttps://ww2.arb.ca.gov/rulemaking/2019/
redstickeramendments .