Motor Vehicle Pollution Control Board

Serious research in catalytic reduction of automotive exhaust was begun in 1949 by Eugene Houdry, who developed mufflers for fork lift trucks used in confined spaces such as mines and warehouses (18). One of the supports used was the monolith—porcelain rods covered with films of alumina, on which platinum was deposited. California enacted laws in 1959 and 1960 on air quality and motor vehicle emission standards, which would be operative when at least two devices were developed that could meet the requirements. This gave the impetus for a greater effort in automotive catalysis research (19). Catalyst developments and fleet tests involved the partnership of catalyst manufacturers and muffler manufacturers. Three of these teams were certified by the California Motor Vehicle Pollution Control Board in 1964-65 American Cyanamid and Walker, W. R. Grace and Norris-Thermador, and Universal Oil Products and Arvin. At the same time, Detroit announced that engine modifications by lean carburation and secondary air injection enabled them to meet the California standard without the use of catalysts. This then delayed the use of catalysts in automobiles. 

Research dating back to the mid 1950 s has shown that volatile orgamc compounds (VOC s) photochemically react m the atmosphere and contribute to the formation of ground level ozone, a precursor to smog [1]. Medical studies have shown that human exposure to ozone can result in eye and smus tract irritation, and can lead to respiratory related illnesses [2]. Due to the unique and severe smog problems that affected many cities in the state of California, studies of the causes of ah pollution were initiated m the 1950 s [3]. Based on its findings, California formed the Motor Vehicle Pollution Control Board m 1960 to regulate pollution from automobiles. 

The Mulford-Carrell Act of 1967 dissolved the Motor Vehicle Pollution Control Board in California and created the Air Resources Board that was provided with broad powers and authority and with the ultimate responsibility of controlling air pollution in California. The California Air Resources Board divided the State into eleven air basins, areas with similar meteorological, topographical, and air pollution problems. Ambient-air quality standards were adopted which apply to all of these basins. The enforcing of these standards is still primarily a function of local go /emment, but emission control programs of local agencies have to be s ibmitted to and approved by the State Board. 

After these standards were established, along with an appropriate test procedure, the California Legislature created a Motor Vehicle Pollution Control Board (MVPCB) and gave it the responsibility to issue certification to control devices meeting certain criteria of performance, durability, cost and ease of inspection. It also provided that, one year after certification of two or more devices, all new vehicles to be registered in the state would have to be equipped with such devices. 

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