EPA Plans to Revisit Emissions Rule on Trailers, Glider Kits

EPA Plans to Revisit Emissions Rule on Trailers, Glider Kits

The Environmental Protection Agency may reevaluate provisions in its own Greenhouse Gas Emissions, or GHG, Phase two principle for moderate- and heavy duty trucks, especially trailers and glider kits.

In August 2016, national regulators issued new GHG Phase two criteria that will force producers to decrease carbon emissions from a broad assortment of industrial vehicles, buses and freight vans in three stages from 2027.

“The EPA is charged with setting nationally applicable standards,” EPA spokeswoman Amy Graham advised Trucks. com. “The actions yesterday announce intent to revisit certain provisions of the heady-duty rule. California, industry partners and other stakeholders will all have an opportunity to provide input.”

“We look forward to their comments,” she explained.

In light of the important issues raised, the bureau has determined to reevaluate the Phase two trailer and glider provisions, ” stated Scott Pruitt, administrator to its EPA.

Glider kits permit big-rig owners to reuse lots of the significant elements from an present automobile or remanufactured motor to conserve cash.

“We intend to initiate a rule-making process that incorporates the latest technical data and is wholly consistent with our authority under the Clean Air Act,” Pruitt stated.

Regulating trailers beneath the Phase two principle is a “grand example of regulatory overreach,” stated Joe Rajkovacz, manager of political affairs for Western States Trucking Association.

“The California Air Resources Board worked closely with U.S. EPA in crafting this aspect of Phase II since they originated the tractor/trailer GHG rule in this state, and in Phase II you basically saw the federal adoption of what CARB mandated,” he also explained.

The Truck Trailer Manufacturers Assn. , or TTMA, states it has been caught in the crossfire on the brand new Phase two principles since the Clean Air Act identifies to that a automobile, as being “self-propelled,” that trailers aren’t.

A couple of months before, TTMA, together with the Racing Enthusiasts Suppliers (********************************************************************************************), also filed suit against the EPA along with also the National Highway Traffic Safety Administration, trying to be exempt from the new criteria. Their petitions were consolidated into a single case from the U.S. Court of Appeals to its District of Columbia Circuit in January.

“The EPA’s reconsideration of the GHG Phase 2 rule is a big step toward resolving the trailer industry concerns,” Jeff Sims, president of TTMA, advised Trucks. com.

In April, the EPA and NHTSA asked the federal appeals court in Washington to set a 90-afternoon dip on that the litigation filed by TTMA along with also the Racing Enthusiasts Suppliers Coalition, hard the strict GHG emissions criteria on heavy trucks enacted from the Obama government this past year.

However, the EPA has determined to reevaluate the Phase two trailer provisions generally, and the problem of this EPA’s jurisdiction to govern trailers particularly, Pruitt stated.

“We intend to develop and issue a Federal Register notice of proposed rule-making on this matter, consistent with the requirements of the Clean Air Act,” he also explained.

However, 1 trade association, the American Trucking Assns. , than attempts to reopen the principle on trailers and glider kits.

“EPA has opened the door to California taking the lead, and a more aggressive track in setting trailer standards,” said Chris Spear, president and chief executive of ATA.

Since that the EPA has just declared a review of particular pieces of those Phase two criteria, the California Air Resources Board, or CARB, stated, “It’s premature to discuss something that may or may not happen.”

“California is on track with development of state rules, which largely harmonize with the federal Phase 2 standards,” Dave Clegern, public information officer for CARB, advised Trucks. com.

“There are areas where California Phase 2 may differ from federal Phase 2. California differences are to facilitate enforcement, align with existing California programs and provide additional incentive for advanced technologies,” Clegern stated.

Regarding that the EPA’s reexamination of glider fittings, Dave Cooke, senior automobile analyst for its Union of Concerned Scientists, stated it is a bad choice to reopen after the principle was heavily examined and had plenty of involvement from the business.

“The impact that glider kits have on pollution is tremendous, so it’s important that the EPA recognizes that and works on a rule because these trucks no longer meet the standards of a truck today,” Cooke stated.

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