Bay Area Air Quality Management District history

The first regulation aimed at reducing air pollution banning open burning at dumps and wrecking yards is adopted in 1957.

By 1958, the Air District's laboratory was fully operational, performing chemical analyses of air quality samples.

In 1959, California established the Motor Vehicle Pollution Control Board (the forerunner of today's California Air Resources Board) and this agency began to explore methods to reduce motor vehicle emissions.

In 1960, the first industrial emission controls are adopted.

The first automotive control in the nation, positive crankcase ventilation, was mandated in 1961 by California's Motor Vehicle Pollution Control Board, the predecessor to the California Air Resources Board.

The Air District's air monitoring network was established in 1962, with six stations measuring concentrations of pollutants in the air.

As 1965 dawned, Lyndon Johnson was beginning his own term as President, the Civil Rights Movement was in full swing, the Vietnam War was becoming a staple on the six o'clock news, and the Air District was beginning to establish controls on organic compounds from industrial emissions.

In 1966 California established the first tailpipe emissions standards in the nation.

On August 30, 1967, California's elected leaders came together to unify statewide efforts to address severe air pollution.

In 1969, the Bay Area recorded 65 days over the national ozone standard, making it the worst year ever for air quality in the region.

The first Earth Day was held on April 22, 1970.

Napa and the southern portions of Solano and Sonoma counties joined the Air District in 1971.)

The District's "smog phone" for air quality readings began in May of 1972 and a carpool lane was opened on the Bay Bridge.

The Air District's big story of 1973 was the adoption of its vapor recovery regulation, which would reduce hydrocarbon emissions at gasoline stations by 70 tons per day the largest emission reduction generated by any regulation thus far.

The Air District began 1975 by inaugurating a new radio communication system using two new transmitters and a computer linkup, accelerating the dispatch of air pollution complaints to inspectors in the field for investigation.

While a peanut farmer and former Governor of Georgia was struggling for attention as a credible presidential candidate in 1976, the Air District adopted a landmark odor regulation that set emission standards based on odor thresholds of chemically identifiable substances.

In 1977, the national Clean Air Act Amendments were adopted, with far-reaching effects on air districts across the country.

In 1979, Air Pollution Control Officer (APCO) Milt Feldstein began a long and fruitful term as head of the Air District.

In 1980, there were no exceedances of the federal ozone standard until May.

During this period, the Air District's 1982 Air Quality Management Plan was adopted, setting the Bay Area's air pollution control strategy for the next five years.

In September 1983, the Bay Area reached the threshold for a first stage "Smog Alert," a one-hour average reading of O.2 parts per million of ozone.

The state's "Smog Check" program went into effect in 1984.

And in 1985, for the first time, there were no exceedances of the federal ozone standard during the months of August and September.

In 1986 the Air District adopted the most comprehensive air toxic reduction plan in the country and approved the establishment of an internal toxic evaluation section to begin the next fiscal year.

On-board diagnostic, or “check engine” light, systems, beginning with 1988 model-year cars;

The Air District racked up more firsts in 1989, with the adoption of landmark rules controlling emissions from marine lightering operations and from large commercial bakeries.

The United States Congress passes the 1990 federal Clean Air Act Amendments, which include control strategies for toxic substances and for pollutants causing global warming, acid rain, and ozone depletion.

The Spare the Air program was introduced in 1991 to educate Bay Area residents about the causes of air pollution, and to encourage them to seek alternatives to driving.

The 1994 Clean Air Plan is adopted.

In June 1995, for the first time, the Bay Area was officially reclassified by the federal government as an attainment area for the national ozone standard.

The Vehicle Buy Back Program begins in 1996 giving Bay Area residents the opportunity to voluntarily “retire” older, high polluting vehicles in exchange for monetary incentives.

The 1997 Clean Air Plan is adopted for the Bay Area.

The San Francisco building housing the Air District's offices was dedicated to him in 1998.

In 1999, the Air District's Ozone Attainment Plan was adopted, as required by EPA after the Bay Area's loss of attainment status for ozone.

In 2000, the Air District participated in the ambitious Central California Ozone Study, designed to measure and analyze the impact of ozone transport patterns over a large portion of California.

The first five years of the 21st century will forever be marked by the tragedy of September 11, 2001, and the ensuing wars in Afghanistan and Iraq.

In 2004, the Air District's Executive Officer Jack Broadbent kicked off a demonstration project with the Port of Oakland to test the air quality benefits of emulsified diesel fuel in a truck fleet.

As of September, 2005, 37 out of 101 Bay Area cities and 7 of the 9 Bay Area counties have adopted some version of the wood smoke ordinance.

2011 and Prior Documents

2019 Agendas Reports Orders

2020 Agendas Reports Orders