January 8, 2018
By Steven Martinez
Last November, EPA moved ahead with its promise to repeal the glider provision found in the 2016 GHG rules. EPA’s proposed repeal contended that glider kits should not be included in GHG regulations because glider vehicles are not technically “new motor vehicles” and glider engines are not “new motor vehicle engines," and thus are not subject to the EPA’s authority on environmental regulations.
In a phone conference Monday, the Environmental Defense Fund challenged this reading as intentionally misrepresentative of the CAA, saying it went against the principles upon which the legislation was founded....
The attack by Scott Pruitt on accomplishments of the US EPA is an assault on Earth by the US EPA. The current program began in the 1990s. This entire focus now to destroy a program that has been inexistance and successful for decades is nothing but pure hatred, a personal animosity for the responsible government and oil barron hubris.
The industry is not hurt by these regulations. The regulations have improved the efficiency of these engines.
Below is only one example out of thousands upon thousands of ads selling trucks already equipped with Glider Kits. Removing this progression in emission regulations on these trucks would put the current fleet too expensive to sell. The entire idea of ending this vital program makes absolutely no sense at all, both from an environmental perspective and an economic perspective. Pruitt is simply filled with hate for people who care about Earth and it's ability to support life.
This is a personal venteta that would destroy fuel efficiency and sell more dirty diesel. Pruitt is out to increase petroleum sales. His entire focus is nothing but laced with corruption of government.
By Curt Bennink
Greenhouse gas emissions regulations (click here) being implemented through 2018 promise $50 billion in fuel-cost savings for the US fleet
On-road diesel engine emissions regulations have been around since the early 1970s, but these standards were achieved with in-cylinder solutions that did not require extensive technological innovations. That changed when the Environmental Protection Agency (EPA) set on a path to dramatically reduce nitrogen oxide (NOx) and particulate matter (PM) almost two decades ago.
In October 1997, EPA adopted new emissions standards for model year 2004 and later heavy-duty diesel truck and bus engines. The goal was to reduce NOx emissions from on-road heavy-duty engines to levels of approximately 2.0 g/bhp-hr beginning in 2004. Since then, emissions limits have been cut to 0.01 g/bhp-hr for PM and 0.20 g/bhp-hr for NOx....
With Phase 1 GHG standards currently being implemented, regulators have turned their attention to Phase 2. Announced this past June, these proposed regulations would build on the success of Phase 1 standards.
The proposed Phase 2 program, which is expected to be finalized this year, would cut GHG emissions by approximately 1 billion metric tons and conserve approximately 1.8 billion barrels of oil. The standards phase in over the long term beginning in model year 2021 and culminate in standards for model year 2027.
“The proposed regulations in Phase 2 don’t just address the engine, but also the vehicle as a whole,” says Dorwart. “The EPA is still in the process of refining vocational vehicle requirements for Phase 2. Given the varied applications and configurations of vocational trucks, including a wider range of operating conditions than highway trucks, more time is needed to fully understand the impacts Phase 2 may have.”...
