Transcript The Importance of the 2007 Highway Diesel Rule in Meeting

The Importance of the 2007 Highway
Diesel Rule in Meeting Clean Air and
Public Health Challenges
Bill Becker
Executive Director
State and Territorial Air Pollution
Program Administrators/Association
of Local Air Pollution Control Officials
March 16, 2004
About STAPPA and ALAPCO
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Two national associations of air pollution
control agencies in 53 states and territories
and over 165 major metropolitan areas
Encourage and facilitate air pollution control
efforts that will result in clean, healthful air
across the country
Enhance communication and cooperation
among federal, state and local regulatory
agencies
The Clean Air and Public Health
Challenges Facing Our Nation
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175 areas violate the health-based, federal 8hour ozone (smog) and/or PM2.5 (soot)
standards
160 million people are exposed to unhealthful
air
Almost every person in the country is exposed
to levels of toxic air pollution that exceed
federally acceptable levels
Heavy-duty diesel emissions are a primary
contributor
Adverse Impacts of Diesel Exhaust
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Causes premature mortality
Aggravates respiratory and cardiovascular disease
and asthma; decreases lung function
Contains over 40 chemicals listed by EPA & CA as
toxic air contaminants, known and probable human
carcinogens, reproductive toxicants and endocrine
disruptors
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STAPPA and ALAPCO estimated diesel particulate may be
responsible for 125,000 cancers nationwide over a lifetime
Contributes to elevated ozone and fine particulate
levels, regional haze, acid rain and global warming
What the Clean Air Act Requires of
EPA
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EPA required to set federal standards for air
pollutants sufficient to protect human health
with an adequate margin of safety
Called upon to establish federal control
programs for various industrial sources and
for mobile sources of pollution
Responsible for enforcement and compliance
What the Clean Air Act Requires of
States
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Required to develop and implement “State
Implementation Plans” detailing how they will reduce
emissions and meet federal air quality standards by
specified deadlines – a “zero-sum” game
Must measure pollution in the air, establish “emission
inventories” identifying sources of pollution and how
much they contribute and project reductions necessary
for attaining the federal standards
Responsible for implementing emission control programs
to augment federal programs, as necessary
Consequences to States for Failing to
Comply
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States face serious consequences for failing
to submit or implement a SIP
Statutory sanctions:
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Withholding of federal highway funds
Requirement that emissions from new sources of
pollution be offset at a rate of 2:1
Serious public health and environmental
consequences associated with dirty air
National Diesel PM Emissions
40%
Highway HD Diesel
60%
All other sources
(stationary, marine,
locomotive, nonroad,
etc.)
The 2007 Highway Diesel Rule
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Engine standards yielding >90% reduction in ozone
precursors and fine particulate
97% reduction in diesel fuel sulfur enables advanced
emission control technologies
Represents an extensive and inclusive development
process and successfully balances varied
stakeholder perspectives
State and local agencies strongly support this rule
and timely implementation of its provisions
Costs vs. Benefits of the 2007 Rule
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Total costs estimated to be ≈$4.5 billion in
2030
Total dollar value of benefits estimated to be
≈$70 billion in 2030
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Will reduce NOx by 2.6 million tons/yr, PM by
110,000 tons/yr and hydrocarbons by 115,000
tons/yr
Will reduce toxic air pollutants by 17,000 tons/yr
Health Benefits of 2007 Rule
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EVERY YEAR, this rule will prevent:
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8,300 premature deaths
5,500 cases of chronic bronchitis in children
17,000 cases of acute bronchitis in children
>360,000 asthma attacks and >386,000 cases of
respiratory symptoms in asthmatic children
7,100 hospital admissions
2,400 asthma-related emergency room visits
>1,500,000 lost work days
Rule Has Withstood Political and Legal
Scrutiny
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The Rule was adopted by the Clinton
Administration (12/21/00) and reaffirmed by
the Bush Administration (2/28/01)
Engine makers’ and petroleum refiners’
petitions challenging the rule were denied by
DC Circuit Court of Appeals (5/3/02)
Multiple Technical Reviews Have
Reaffirmed the Rule
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EPA Highway Diesel Progress Review – Report #1
(6/02)
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“Every major engine manufacturer expects to be able to
comply with effective standards in 2007.”
Clean Diesel Independent Review Panel (10/30/02)
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Four-month effort involving leading experts representing all
stakeholders, including STAPPA/ALAPCO and ATA
To review industry progress in developing the technology
needed to implement the 2007 rule
The Panel found that “every major engine and vehicle
manufacturer expects to have emission-compliant products by
2007.”
Multiple Technical Reviews Have
Reaffirmed the Rule (continued)
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EPA Highway Diesel Progress Review – Report #2
(3/04)
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“Engine manufacturers are on track for 2007 implementation.”
“All manufacturers can comply in 2007 with existing proven
technologies.”
“NOx control should not adversely affect fuel consumption and
improvement may be possible over today’s engines.”
“Engine manufacturers will provide prototype vehicles in 2005
for early customer fleet testing consistent with their product
development plans.”
Engine Manufacturers Are on Track to
Comply
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“Cummins To Use Proven Cooled-EGR Technology for
2007” (12/15/03)
“International Brand Trucks Will Meet 2007 Requirements
without Using SCR or NOx Adsorbers” (12/15/03)
“Caterpillar Announces Intent to Meet 2007 EPA
Regulations Without Complex SCR Technology”
(12/15/03)
“Mack to Use EGR-Based Technology to Meet EPA ’07
Emissions Regulations” (1/28/04)
“Volvo Trucks Selects EGR for 2007 Emissions
Reduction Technology” (1/28/04)
Engine Manufacturers Are on Track to
Comply (continued)
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Engine Manufacturers Association – 3/5/04
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“…major engine manufacturers have finalized
their designs for 2007 engines, or they are on
target to do so shortly.”
“…efforts are now fully focused on delivery of
products that not only meet the 2007 standards,
but that also meet their customers’ expectations.”
“Manufacturers are committed to having a
reasonable number of prototype engines for truck
customer on-road testing in 2005.”
Concerns with Recent GAO Report
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Inaccurately characterizes EPA’s
responsiveness to industry
Leaves incorrect impression of the level of
technological progress that has been made
Suggests that EPA consider another
independent review and economic incentives
Concerns with GAO Recommendations
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Second independent review panel unnecessary
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Rule has already withstood repeated scrutiny
EPA has committed to ongoing technical review
Another panel will erroneously imply uncertainty and could
weaken momentum
Economic incentives inappropriate
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Possibly appropriate for early compliance, but inappropriate
to condition on-time implementation on incentives
Such economic incentives are unprecedented and suggest
that timely compliance can not be achieved without financial
incentives
State and Local Air Officials Need
Certainty
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State and local air officials are pleased by
EPA’s continued commitment to successful and
timely implementation
However, ongoing efforts that could
unnecessarily delay or weaken the rule are a
significant concern
Seeking certainty through a backstop: Pursuing
use of statutory authority to adopt California’s
2007 highway diesel emission standards
Conclusions
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Highway diesels are a major contributor to our
nation’s pervasive air quality problems
2007 rule will provide tremendous air quality
and public health benefits
The rule has withstood extensive review and
analysis
States and localities are counting on this rule
to be implemented on time and intact to
achieve and sustain clean air goals