These were also momentous years for the Air District, which initiated some of its most far-reaching programs, at a time when "air quality" became a veritable household phrase.

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. Although the region would shortly fall out of attainment again, this designation would have been unthinkable a few decades earlier and offered clear proof that progress had been made in improving air quality for Bay Area residents.

	The Transportation Fund for Clean Air Program was initiated by State Assembly Bill 434. This bill authorized local Air Districts to use a four-dollar surcharge on Department of Motor Vehicle registration fees to fund traffic mitigation, alternative transportation, and clean fuel projects for local governmental agencies.

In 1990, a landmark set of federal Clean Air Act Amendments was adopted by the federal government, creating among other things the Title V permit program for major facilities, with guidelines for its implementation by local air quality agencies. The Air District adopted the first Title V Program in the nation, and also blazed the trail with the first-ever regulation limiting emissions from aerosol spray products.

As required by the California Clean Air Act of 1988, the Air District adopted its first Clean Air Plan in October 1991. This plan, which was updated in 1994, would be the region's blueprint for achieving and maintaining the state ozone and carbon monoxide standards, and included a broad range of measures for industry, employers, public agencies, and individuals.

As Air District programs caused stationary source emissions to drop, motor vehicle emissions became the number one air pollution source in the Bay Area. With limited authority to regulate the use of automobiles, the Air District embarked on a strong outreach campaign to educate the public about the effects of traffic on air quality.

This Spare the Air outreach program was kicked off in June 1991 to help cut summer smog levels. The following year, Bay Area employers were asked to join the Spare the Air campaign by encouraging their employees to find alternate commute options. County resource teams were also established to work on local air quality issues.

In 1992, the Air District rolled out its Smoking Vehicle Program, providing residents with a 1-800-EXHAUST phone line to call in complaints about automobiles with excessive tailpipe emissions.

In the winter of 1991, the Air District launched its voluntary Don't Light Tonight (later Spare the Air Tonight) program, targeting one of the largest sources of wintertime particulate air pollution--woodburning stoves and fireplaces.

In August 1991, the Toxics Hot Spots Program got underway, with the goal of reducing toxic emissions in the Bay Area by 50 percent--a goal that would, in fact, be achieved by 1993.

1990

The U.S. Congress passes the 1990 federal Clean Air Act amendments, which introduce control strategies for toxic substances and pollutants causing global warming, acid rain, and ozone depletion. These amendments also create a national permit program for major emitting facilities, to be implemented by local air districts.

The Air District adopts the first rule in the nation limiting emissions from aerosol spray products.

1991

The Bay Area 1991 Clean Air Plan is the first state-mandated ozone reduction plan adopted in California, and includes all feasible measures to reduce ozone in the Bay Area.

The "Spare the Air" and "Don't Light Tonight" (later, "Spare the Air Tonight") programs are launched, aimed at voluntarily reducing the polluting activities of individuals.

Assembly Bill 434 is signed into law, authorizing the Air District to use a $4 surcharge on Department of Motor Vehicle fees to fund clean air transportation projects.

The U.S. Congress passes the Intermodal Surface Transportation Efficiency Act, which directs transportation funds to projects that provide the best payoff in terms of mobility, air quality, urban and regional design, and economic development. This act also inaugurates the Congestion Mitigation and Air Quality (CMAQ) Program, which provides funds for local agencies such as the Air District to use for air quality projects designed to reduce vehicle emissions.

1992

The Bay Area Smoking Vehicle Program kicks off with a toll-free 1-800-EXHAUST number for residents to report vehicles with excessive tailpipe emissions.

The Air District launches its Clean Air Champions Awards, honoring Bay Area individuals for their efforts on behalf of air quality.

California's oxygenated fuels program gets underway, aimed at reducing carbon monoxide levels.

The state of California passes legislation authorizing a $50,000 per day maximum penalty for air quality violations.

The Air District adopts the strictest fugitive emissions rule in the country, in order to further reduce volatile organic emissions and odor complaints.

The Transportation Fund for Clean Air is authorized by AB 434, approved in 1991. Funds generated by a state surcharge on automobile registration fees are used by the Air District to award grants to public projects designed to reduce emissions from motor vehicles.

The Air District's Compliance Assistance Program is established to help small businesses with their compliance needs. The program features a compliance hotline, courtesy site visits, industry compliance schools, and printed informational materials.

1993

The Air District adopts the first Title V permit program in the nation for major facilities, in conformance with the 1990 Clean Air Act Amendments.

1994

The Bay Area meets all six federal criteria pollutant standards for the first time. The region also records the the lowest number of days over the state ozone, carbon monoxide, and particulate matter standards in recorded history.

The 1994 Clean Air Plan is adopted.

1995

The Bay Area is designated by EPA as an attainment area for the national ozone standard, becoming the largest metropolitan area in the country to achieve this goal.

The Bay Area experiences its worst air quality in a decade, with 11 exceedances of the national ozone standard, and 28 exceedances of the state ozone standard.