Rivals of the Environmental Protection Agency’s proposition to move back the lightweight flyer unit segment of its ozone harming substance outflows directions says the arrangement would undermine ecological ventures made in the business and empower the utilization of more established, less proficient advancements.
An open hearing in Washington, D.C., to remark on the EPA’s current proposed rulemaking to dispense with arrangements influencing lightweight flyer packs inside the Phase 2 Greenhouse Gas Emissions and Fuel Efficiency Standards, which begin to produce results in January, reports Heavy Duty Trucking.
The Phase 2 governs as composed would permit lightweight plane units just for their unique reason, which was viewed as recovering powertrains from destroyed trucks and reusing them in new bodies and suspension.
Rachel Muncrief, the overwhelming obligation program executive for the International Council on Clean Transportation and a member in Monday’s listening ability, called them “zombie trucks.”
“(The) EPA is bringing the most seasoned and dirtiest diesel motors resurrected—however masking them in a sparkly new host body. How? As the harmless sounding lightweight plane truck.”
Pat Quinn, official chief of the Heavy Duty Fuel Efficiency Leadership Group – and “casual cooperation” of organizations including Cummins, Eaton, FedEx, PepsiCo, Wabash National, said the gathering underpins the advancement of national fuel productivity and ozone depleting substance outflow directions for overwhelming obligation vehicles.
“Truck and engine manufacturers over the past 10 years have made enormous investments in sophisticated emission control technologies to comply with current emissions standards,” Quinn said. “If EPA’s proposed repeal of emission requirements for gliders has the anticipated effect of expanding glider production, truck and engine manufacturers will face a significant competitive disadvantage.”
Quinn was one of a number of speakers citing EPA’s own data, which suggests ‘nearly all engines for recent glider production’ are MY 1998-2002 that are not equipped with exhaust gas re-circulation (EGR), which lowers NOx emissions. The re-use of these older powertrains in glider kits also produces elevated levels of PM emissions that significantly exceed current standards and currently certified OEM products. Based upon recent EPA data, glider vehicle NOx levels are four to 40 times higher than current powertrains and PM levels are 50 to 450 times higher.”
Dave Cooke, senior vehicles analyst for the Union of Concerned Scientists, also spoke at the hearing. In a blog post published before the hearing, he pointed to recently published data from EPA testing.
“According to the test results, it appears that these engines actually exceed the legal limits they were initially designed for. This means that the “special programming” of the engine … may result in greater fuel economy, but it means greater pollution, too,” Cooke writes.
Quinn also emphasized the importance of national regulations, saying the group was concerned that repealing the glider provisions “could lead to an inconsistent patchwork of federal and state requirements, producing uncertainty for truck and engine manufacturers and fleets.”
The California Air Resources Board spoke at the hearing as well. “This illegal effort by EPA will open the floodgates to allow unlimited numbers of old and dirty trucks to pour onto our streets and highways masquerading as brand new clean trucks,” said Steve Cliff, CARB deputy executive officer.