Proposed Changes to the Clean Air Act… Much Ado About Nothing?

In this podcast Allen Schaeffer Executive Director of the Engine Technology Forum, discusses some of the proposed changes to the Clean Air Act of 1970 relative to modern clean diesel engines. It’s interesting that for the pushback against the changes they don’t structurally reduce the standards just tweak some of the implementation, technology and operational factors specifically those that impact DEF and selective catalytic reduction such the elimination of engine deratements and shutdowns with less intrusive alternatives and adjusting phase in deadlines.

Transcript

Keith Reid: Hi, I’m Keith Reid, owner-operator of Rack to Retail, where we provide content for fuels retailers, marketers and associated areas. I’m here today speaking with Allen Schaeffer. He’s the executive director of the Engine Technology Forum. I’ve known Allen for a while and worked with him. The organization does some great stuff.

Reid: Allen, how are you doing?

Allen Schaeffer: Doing just great, Keith. Thanks for having us.

Reid: Allen, tell us a little bit about the Engine Technology Forum.

Schaeffer: We are an organization that represents the leaders in advanced engines, cleaner fuels and associated technologies. We’re out there every day doing education and outreach for policymakers and others who need to know about this technology, the fuels that support it and the role they play today and how they’re going to be important for tomorrow.

Reid: We’re here to discuss some of the proposed changes to the Clean Air Act relative to trucks, heavy-duty engines and diesel. I’d like to discuss some of the changes. I know you guys have been working heavily in the process. For background, the Clean Air Act of 1970 regulates all forms of airborne pollution. It’s touched on vehicles over the years. We’re addressing the Biden-era emission standards and some proposed changes. I’ll point out that there was a finding, the endangerment rule, earlier this year. It’s basically the federal government can’t regulate specifically for greenhouse gases in these areas, if I’m correct. So we’re talking about more traditional emissions relative to nitrous oxide and other pollutants. First of all, what does the proposal mean?

Schaeffer: Keith, you just touched on one of the most important points of this EPA proposal focused on twenty twenty-seven rules for heavy-duty on-highway trucks, as well as other aspects of emission standards for trucks and off-road equipment. The standard itself is not changing. Today, heavy-duty truck engines are at zero point two grams per brake horsepower hour. The new standard going into effect January first next year is point zero three five grams per brake horsepower hour. That’s over eighty percent reduction in NOx emissions from today’s technology.

Schaeffer: One misconception is that EPA is rolling back the emission standards. They chose not to. They are retaining the standard. That’s the most significant part of this proposal. But there are other pieces that have industry’s attention, including ours. You can sum it up by saying they are relaxing some areas important to manufacturers’ useful life and warranty provisions and providing more flexibility in how engines respond to changes in the SCR DEF system, including engine derating.

Schaeffer: We see more flexibility for manufacturers, a little more time in some cases to comply fully. A manufacturer could choose to continue selling current generation technology for about five percent of their total pool between now and twenty twenty-nine. That gives flexibility as they work toward meeting this tight standard. There are also provisions that reduce the mandate for warranty coverage and useful life coverage. These provisions often result in higher cost for engine technology. One goal of this administration is to lower costs for farmers, truckers and others. Some changes will reduce warrantable periods from six hundred fifty thousand miles of useful life down to four hundred thirty-five thousand miles, which is what it is today. In the life of a heavy-duty truck running about a hundred twenty thousand miles a year, that’s almost four full years of coverage for emissions-related components.