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Pages 1-16

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From page 1... ... The broadening in regulatory attention arose from the increasing fraction of mobilesource emissions that come from sources other than light-duty vehicles and the relative lack of emissions controls on these sources. On-road heavy-duty-vehicle engines were first regulated for air pollutants in the 1970s, and engines used in off-road applications were first regulated in the mid-1990s. Read the entire page →
From page 2... ... The committee was also asked to consider the factors that caused states to move toward more stringent emissions standards and to consider the impacts of state emissions standards on various factors, including emissions, compliance costs, energy consumption, air quality, and human health. As part of its work plan, the committee was directed to consider the effects of California's experience in setting separate emissions standards and the effects of California's standards on federal emissions standards. Read the entire page →
From page 3... ... In many cases, CARB has tightened mobile-source emissions standards earlier and to a greater extent than the federal government. Other states that seek mobilesource emissions reductions from new-vehicle standards beyond those provided by federal standards have adopted California standards to supply the additional benefits. Read the entire page →
From page 4... ... However, experience to date indicates that the California program has been beneficial overall for air quality by improving mobilesource emissions control. Recommendation California should continue its pioneering role in setting mobilesource emissions standards. Read the entire page →
From page 5... ... Some differences exist in the scope of CARB and EPA regulatory assessments as a result of the different procedures that the agencies must follow. Some important similarities in the practices of setting standards followed by the two agencies are the following: � CARB and EPA establish emissions standards based on assessments of technological feasibility and estimated engineering costs. Read the entire page →
From page 6... ... CARB does not directly consider public health benefits in its regulatory analysis of emissions standards because it uses its proposed standards to attain health-based NAAQS, which EPA has already assessed for public health benefits. California estimates health impacts of air pollutants in its reviews of California ambient air quality standards.4 � CARB routinely considers only the costs or impacts of its standards in its jurisdiction (California) Read the entire page →
From page 7... ... The committee also recommends that CARB and EPA include, to the extent possible, air quality impact assessments as part of each rule-making, because the effect of reducing mobile-source emissions on ambient pollutant concentrations will vary from region to region. Although the committee did not have sufficient information to evaluate the safety issues associated with past regulations, it recommends that safety issues continue to be given careful consideration by EPA and CARB when setting mobile-source emissions standards. Read the entire page →
From page 8... ... Although many California waiver requests are relatively straightforward and uncontroversial, EPA must nevertheless provide the opportunity for full public participation and subsequent technical analyses. This time-consuming process creates uncertainty for California, other states considering adopting those California standards, and manufacturers. Read the entire page →
From page 9... ... Manufacturers of mobile sources have raised objections to the adoption of California standards by other states. Manufacturers contend that states overestimate the emissions benefits of adopting California standards and that California standards often provide no significant air quality benefits over the applicable federal standards. Read the entire page →
From page 10... ... As the agency that has the overall authority for implementing the CAA, including the mobile-source provisions, EPA should consistently participate in the process of the adoption of California standards by another state. EPA's current role in the state adoption process includes the authority to approve or disapprove the state SIP claims for emissions benefits from California emissions standards. Read the entire page →
From page 11... ... As an example, the committee encourages northeastern states that have adopted California light-duty-vehicle emissions standards to implement a regionwide fleet-average emission standard rather than having each state meet a separate fleet-average standard. Technical and Scientific Practices of States That Adopt California Standards States that adopt California light-duty-vehicle emissions standards have supported the adoption by estimating the emissions reductions and Read the entire page →
From page 12... ... Recent federal legislation prohibits other states from adopting the California standards for small gasoline-powered engines and mandates that EPA issue new standards for small engines for the rest of the country. Thus, small engines form a new regulatory category different from other mobile sources. Read the entire page →
From page 13... ... The committee also recommends that the suggested alternatives for improving the state adoption process be used if a decision is made in the future to allow states to adopt California small-engine standards. Cost Analyses CARB and EPA estimate the costs to meet emissions standards. Read the entire page →
From page 14... ... In addition, because costs are such an important element for understanding the impacts of state emissions standards, the committee finds a need for a comprehensive study of the costs of state standards. This study should include the difference in costs for the states that adopt California standards compared with costs for California, the distribution of those costs, and their cost-effectiveness. Read the entire page →
From page 15... ... The committee recognizes that many countries will lag in the adoption of mobile-source emissions standards; therefore, global efforts to harmonize may need to focus initially on emissions testing and certification procedures. Overview of Conclusions and Recommendations Despite the substantial progress made over the past decades in reducing emissions from mobile sources, further progress is needed to attain air quality standards in many parts of the country. Read the entire page →
From page 16... ... State decisions to adopt California emissions standards have resulted in several disputes between states and industry, which typically led to extensive litigation. Although EPA is an appropriate entity to resolve or comment on some of these disputes, it has no authority over states' adoption decisions. Read the entire page →

From page 1...

... The broadening in regulatory attention arose from the increasing fraction of mobilesource emissions that come from sources other than light-duty vehicles and the relative lack of emissions controls on these sources. On-road heavy-duty-vehicle engines were first regulated for air pollutants in the 1970s, and engines used in off-road applications were first regulated in the mid-1990s.

Summary Pages 1-16

Summary
Pages 1-16