ARB approves $200 million for Cleaner School Buses from Proposition 1B Funding

Program will reduce exposure of children to pollution from high emitting buses

The Air Resources Board approved today the allocation of nearly $200 million to replace the remaining 74 oldest school buses still circulating in California, and to replace or retrofit an additional 4,500 high polluting buses serving public schools.

Proposition 1B, approved by voters in 2006, provides funding for the ARB Lower-Emission School Bus Program. These monies will allow school districts to replace or retrofit diesel school buses in another effort to reduce diesel particulate matter emissions in California. Since established in 2000, the program has provided over $100 million to replace 600 school buses and retrofit another 3,800 vehicles.

"I can't even begin to describe the significant health benefits that this program will bring into California and particularly for our most precious sector of the population, our children," said ARB Chairman Mary D. Nichols. "The additional funding originated by Proposition 1B will be well put to work by providing safe and clean transportation to public schools throughout the state, creating a much healthier environment for everyone."

As approved by ARB, this year's allocation of nearly $200 million will be distributed among the local air districts as
follows:

Local Air Basin Allocation* (in millions)
South Coast $70
Ventura $5
San Diego $5.6
Monterey $7
Bay Area $8.4
Sacramento $9
San Joaquin Valley $39
Other air districts $47
* Allocations have been rounded. Program administration and outreach costs are not included.

The Lower-Emission School Bus Program will cover the cost to replace all 74 still-in-service pre-1977 buses and approximately one thousand 1977-1986 buses. Those replaced buses must be scrapped to comply with established guidelines. Finally, the full cost of about 3,500 retrofits will be paid under this program. Retrofits provide the greatest health benefit in emission reductions per dollar spent.

A 2003 study sponsored by the ARB confirmed that children can be exposed to harmful diesel emissions from the buses they ride to and from school. The same study also stated that exposure to that pollution is worse in pre-1987 vehicles, which have deteriorating engines as well as interior cabins that allow toxic emissions into the bus.

The goal of the program is to reduce the exposure of school children to both cancer-causing and smog-forming pollution by reducing diesel particulate matter emissions from school buses.
With the replacement and retrofitting of the vehicles funded by the Lower-Emission School Bus Program, the reductions estimated through 2020 are 3,000 tons of oxides of nitrogen, 200 tons of diesel particulate matter and 22,000 tons of carbon dioxide.

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ARB Lower-Emission School Bus Program

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Solar Beats Soy by Miles as Top Energy Source

Below are the results of a study conducted by Ken Regelson of Five Star Consultants that looks at the "yield in miles driven per acre of land per year," in comparing sources of alternative fuels/energy.

2,400 miles per acre = Soy BioDiesel

18,000 miles per acre = Corn Ethanol

31,000 miles per acre = Palm Oil BioDiesel

32,000 miles per acre = Swithgrass Ethanol

180,000 miles per acre = Wind

370,000 miles per acre = Algae Biodiesel

2,250,000 miles per acre = Solar Photovoltaics

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EV World

Black Carbon Pollution Emerges as Major Player in Global Warming

Soot from biomass burning, diesel exhaust has 60 percent of the effect of carbon dioxide on warming but mitigation offers immediate benefits

Black carbon, a form of particulate air pollution most often produced from biomass burning, cooking with solid fuels and diesel exhaust, has a warming effect in the atmosphere three to four times greater than prevailing estimates, according to scientists in an upcoming review article in the journal Nature Geoscience.

Scripps Institution of Oceanography at UC San Diego atmospheric scientist V. Ramanathan and University of Iowa chemical engineer Greg Carmichael, said that soot and other forms of black carbon could have as much as 60 percent of the current global warming effect of carbon dioxide, more than that of any greenhouse gas besides CO2. The researchers also noted, however, that mitigation would have immediate societal benefits in addition to the long term effect of reducing greenhouse gas emissions.

The article, "Global and regional climate changes due to black carbon," will be posted in the online version of Nature Geoscience on Sunday, March 23.

"Observationally based studies such as ours are converging on the same large magnitude of black carbon heating as modeling studies from Stanford, Caltech and NASA," said Ramanathan. "We now have to examine if black carbon is also having a large role in the retreat of arctic sea ice and Himalayan glaciers as suggested by recent studies."

In the paper, Ramanathan and Carmichael integrated observed data from satellites, aircraft and surface instruments about the warming effect of black carbon and found that its forcing, or warming effect in the atmosphere, is about 0.9 watts per meter squared. That compares to estimates of between 0.2 watts per meter squared and 0.4 watts per meter squared that were agreed upon as a consensus estimate in a report released last year by the Intergovernmental Panel on Climate Change (IPCC), a U.N.-sponsored agency that periodically synthesizes the body of climate change research.

Ramanathan and Carmichael said the conservative estimates are based on widely used computer model simulations that do not take into account the amplification of black carbon's warming effect when mixed with other aerosols such as sulfates. The models also do not adequately represent the full range of altitudes at which the warming effect occurs. The most recent observations, in contrast, have found significant black carbon warming effects at altitudes in the range of 2 kilometers (6,500 feet), levels at which black carbon particles absorb not only sunlight but also solar energy reflected by clouds at lower altitudes.

Between 25 and 35 percent of black carbon in the global atmosphere comes from China and India, emitted from the burning of wood and cow dung in household cooking and through the use of coal to heat homes. Countries in Europe and elsewhere that rely heavily on diesel fuel for transportation also contribute large amounts.

"Per capita emissions of black carbon from the United States and some European countries are still comparable to those from south Asia and east Asia," Ramanathan said.

In south Asia, pollution often forms a prevalent brownish haze that has been termed the "atmospheric brown cloud." Ramanathan's previous research has indicated that the warming effects of this smog appear to be accelerating the melt of Himalayan glaciers that provide billions of people throughout Asia with drinking water. In addition, the inhalation of smoke during indoor cooking has been linked to the deaths of an estimated 400,000 women and children in south and east Asia.

Elimination of black carbon, a contributor to global warming and a public health hazard, offers a nearly instant return on investment, the researchers said. Black carbon particles only remain airborne for weeks at most compared to carbon dioxide, which remains in the atmosphere for more than a century. In addition, technology that could substantially reduce black carbon emissions already exists in the form of commercially available products.

Ramanathan said that an observation program for which he is currently seeking corporate sponsorship could dramatically illustrate the benefits. Known as Project Surya, the proposed venture would provide some 20,000 rural Indian households with smoke-free cookers and equipped to transmit data. At the same time, a team of researchers led by Ramanathan would observe air pollution levels in the region to measure the effect of the cookers.

Carmichael said he hopes that the paper's presentation of the immediacy of the benefits will make it easier to generate political and regulatory momentum toward reduction of black carbon emissions.

"It offers a chance to get better traction for implementing strategies for reducing black carbon," he said.

The National Science Foundation, the National Oceanic and Atmospheric Administration and the National Aeronautics and Space Administration funded the review.

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Scripps Institution of Oceanography

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New Lung Association Study Shows $142 Billion Benefit of Converting to Zero-Emission Vehicles by 2030

The 'Road to a Cleaner Future' Study Finds Zero-Emission Vehicles Can Avoid Health Costs From Premature Deaths and Illnesses, and Reduce Global Warming Impacts

According to a studysponsored by the American Lung Association of California, $142 billion in human health and global warming reduction benefits would result from converting the entire California motor vehicle fleet from gasoline vehiclesto zero-emission vehicle (ZEV) technologies in the 2010-2030 timeframe, or $96 billion more than relying on the lowest emitting gasoline technologies. The $142 billion figure includes $38 billion in benefits to society from reduced global warming emissions.

The study, conducted by TIAX LLC, a consulting firm specializing intransportation and alternative fuels research, also found that California can avoid at least $2.2 billion per year in health costs from reduction of dangerous particulate matter by converting the motor vehicle fleet to ZEVs instead of relying on the lowest emitting gasoline technologies. This reduction in particulates means that California would annually avoid 300 cases of premature death, over 260 cases of chronic bronchitis, over 7,000 asthma attacks and more than 18,000 cases of upper and lower respiratory symptoms by moving to ZEV technology.

"Maintaining our momentum toward cleaner cars will save billions in health costs, and save lives," said Tony Gerber, MD, an American Lung Association of California volunteer. "Now is not the time for the California Air Resources Board (ARB) to weaken the state's key program that leads to cleaner vehicle technology, and cleaner air." Dr. Gerber is a pulmonary specialist and assistant professor at the University ofCalifornia, San Francisco.

American Lung Association of California Senior Policy Director Bonnie Holmes-Gen will testify on the results of the study when the ARB holds a hearing on Thursday, March 27 to consider amendments to its signature ZEV program. The California Air Resources Board (ARB) staff proposal would reduce the "pure ZEV" or "gold standard" program requirement from 25,000 to 2,500 vehicles in the 2012-2014 timeframe. The American Lung Association of California will be urging the ARB Board to reject the low volumes of "pure ZEVs" and plug-in hybrids recommended in the staff proposal.

"The Air Resources Board is at a critical juncture right now," said Holmes-Gen. "The Board has a tremendous opportunity to set a bold new vision for the ZEV program that includes strengthening the program to fully support the state's goals for both healthy air and global warming reduction."

She added, "The American Lung Association analysis provides a stark comparison of California's future transportation choices: pursuing the existing pathway of primarily gasoline vehicles or pursuing a dramatic change to widespread use of electric technology. Given the pressing need to achieve the state's global warming pollution reduction targets, the ARB should expand the ZEV program and establish a goal of integrating electric-drive technology in all new vehicles as soon as possible." The American Lung Association is urging ARB to both establish aggressive goals for introducing pure ZEVs into the vehicle fleet and pursuing much broader requirements for utilization of electric drive technologies, including conventional hybrids and plug-in hybrids in addition to hydrogen fuel cell and full function battery electric vehicles.

According to the American Lung Association of California's study, approximately 110 million tons of greenhouse gases per year could be avoided if all California vehicles were replaced with ZEVs by 2030. This would make significant progress toward the transportation sector's portion of the state goal for reducing greenhouse gases by 2050.

The study also addressed the current costs of gasoline motor vehicle use:

-- The total cost to public health and society of the existing motor vehicle fleet is over $10 billion in 2010, and this cost only drops to approximately $7 billion over the 20-year timeframe of the study with normal fleet turnover.

-- The existing motor vehicle fleet generates health costs in terms of hospitalizations, premature deaths and illnesses that add up to over $7.4 billion per year (2010), including $4.4 billion per year linked to one pollutant, nitrogen oxide (NOx).

-- The total greenhouse gas (well-to-wheel) emissions from the existing motor vehicle fleet are 150 million tons per year, and drop only to 140 million tons per year in 2030 through existing programs and vehicle turnover. This is far from the total reduction that is needed to meet California's greenhouse gas reduction goals.

"ZEVs are the road to healthier air and a sustainable transportation future," said Holmes-Gen, "and the American Lung Association of Californiais looking to the California Air Resources Board to make the vision of zero pollution transportation a reality."

About the Study:

The American Lung Association of California contracted with the firm TIAX LLC to estimate a full fuel cycle, or "well-to-wheel," analysis of greenhouse gas emissions and criteria air pollutants to develop estimates of the public health and societal costs and benefits of converting California's motor vehicle fleet to zero-emission vehicles and the cleanest gasoline vehicles (partial zero-emission vehicles, or PHEVs). TIAX LLC -- a contractor that also worked with the California Energy Commission and California Air Resources Board on various fuel use reduction and alternative-fuel analyses -- included information on emissions from each point in the process of producing, refining, transporting and utilizing the fuel. The analysis is divided into upstream well-to-tank and downstreamtank-to-wheel data for criteria pollutants and greenhouse gases. Costs to society were determined for criteria pollutant human health damages, including estimates for secondary particulate matter and global warming damages. For a copy of the full report, "Road to a Cleaner Future," please sendan email to bhgen@alac.org. For more information on the American Lung Association of California, visit http://www.californialung.org/.

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global-warming

ARB: Diesel Soot from Trucks Major Contributor to Air Pollution

ARB reveals West Oakland health risk assessment Diesel emissions from freeway trucks are major contributors to poor air quality

OAKLAND – The Air Resources Board presented today at a public forum the preliminary results from a comprehensive health risk assessment study for the community of West Oakland. The report shows an increased potential cancer risk due to diesel particulate matter emissions from trucks traveling on nearby freeways and marine vessel traffic in the San Francisco Bay Area unrelated to the Port of Oakland.

The study, developed in collaboration with the Bay Area Air Quality Management District, the Maritime Port of Oakland and Union Pacific Railroad, reveals that the estimated lifetime potential cancer risk for residents of West Oakland from exposure to diesel emissions is about 1,200 excess cancers per million people. The analysis covers 3.1 million people who reside in the affected area of 3,800 square miles.

While diesel trucks account for a majority of the risk in West Oakland resulting in about 850 potential cancer cases per million or 70 percent, port operations account for an estimated lifetime potential cancer risk of 200 excess cancer cases per million, or about 15 percent of the total. Union Pacific railyard emissions amount to a potential cancer risk of about 40 excess cancer cases per million, or less than 5 percent and the remaining 10 percent of risk comes from a variety of diesel sources such as passenger trains and construction projects.

"This health risk assessment will provide the community the focus and momentum needed to mobilize and combat air pollution," said ARB Chairman Mary D. Nichols. "We look forward to working with community activists to converge on the main pollution culprits, such as trucks motoring on nearby freeways, affecting a growing and vibrant West Oakland."

In the development of the ship emissions, ARB staff used transponder data (continuously reports ship location) to more accurate estimate where off-shore emissions are occurring. For the first time in a large risk assessment, a regional wind field was generated using data from 30 onshore and 3 offshore weather stations. The CALPUFF model was used to estimate the ambient concentration of diesel particulate matter. This model is capable of producing more precise results than the models used in the past due to its ability to account for highly varying wind fields and complex terrain.

Emissions from diesel particulate matter are associated with causing a variety of health effects including premature death and a number of heart and lung diseases. The study also estimates the yearly non-cancer health impacts resulting from exposure to port-related diesel particulate matter emissions in the area: 18 premature deaths (age 30 and older), 290 asthma attacks, 2,600 days of work loss, and 15,000 minor restricted activity episodes.

Having identified diesel particulate matter as a toxic air contaminant in 1998 due to its potential to cause cancer and other respiratory problems, ARB has put in place stringent regulations to curve the health risk to Californians. The most recent adopted regulations to limit diesel emissions affect cargo handling equipment, transport refrigeration units, truck idling, off-road equipment, harbor craft, ship auxiliary engines, port drayage trucks and ships-at-berth. Also, the introduction of cleaner fuel for railroads and ships has contributed to lower pollution around the ports and railyards.

Later this year, ARB will be considering proposed regulations involving on-road heavy duty diesel vehicles (trucks and buses) and ocean-going vessel main engines to further reduce diesel soot. State control measures will contribute to an approximate decrease of 80 percent in harmful emissions by 2015.

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West Oakland Study

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TERP Awards Over $1.7 Million to Help Clean the Air

Texas has awarded over $1.7 million in rebates to eight North Texas-based companies to replace 19 aging diesel vehicles under the Texas Emissions Reduction Program (TERP). By upgrading to newer, less polluting vehicles these companies will prevent a combined total of 179 tons of nitrogen oxides (NOx) from polluting North Texas skies.

"By participating in TERP these companies are helping us to achieve our goal of replacing 4,500 older diesel engines," said Leslie Rauscher, EPA Project Manager. "TERP can assist local businesses stay competitive while helping clean up the air.”

The $30 million allocated to the rebate grants under this funding cycle has been awarded, but there is still time to apply for the Emissions Reduction Incentive Grants (ERIG) with $110 million to award. The application deadline is April 11, 2008. Individual application assistance is available at local TERP Community Help Desks. For information visit http://www.terpgrants.org/ or call (800) 919-8377.

The Environmental Protection Agency (EPA) is working with the Texas Commission on Environmental Quality (TCEQ) and a host of other North Texas partners to upgrade or replace older trucks and equipment as a way to improve air quality in the nine county area. The Texas Emissions Reduction Program, approved by the Texas Legislature, serves as a national model for replacing and retrofitting older diesel engines. The TCEQ manages the TERP program.

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EPA Region 6

diesel pollution

$5.4 Million Available to Cut Diesel Pollution in Northeast and Caribbean

The U.S. Environmental Protection Agency is making nearly $5.4 million in grants available for clean diesel projects under the 2008 Northeast Diesel Collaborative (NEDC) program to reduce harmful diesel pollution. Projects may include a variety of diesel emissions reductions solutions such as add-on emission control retrofit technologies; idle reduction technologies; cleaner fuel use; engine repowers; engine upgrades; vehicle or equipment replacement; and the creation of innovative finance programs to fund diesel emissions reduction projects. All projects must benefit the air quality in the geographic areas that include Connecticut, Maine, Massachusetts, New Hampshire, New Jersey, New York, Puerto Rico, Rhode Island, the U.S. Virgin Islands and Vermont; and Tribal lands belonging to the federally recognized Indian tribes in these regions. The deadline for applying is June 12, 2008.

“Reducing the emissions of particle pollution is a crucial component of EPA’s strategy for cleaner air and healthier Americans,” said Alan J. Steinberg, EPA Regional Administrator. “These funds allow us to complement regulatory efforts, like our new rule to dramatically reduce emissions from diesel powered locomotives and marine engines, announced last week. The Northeast Diesel Collaborative is part of EPA’s National Clean Diesel Campaign, which includes the grant program announced today and works to clean up diesels that are already on our roads and rails, at our construction sites and in our harbors."

Funding under the NEDC emissions reduction grant program supports projects that significantly reduce tons of diesel pollution produced, particularly from fleets operating in areas designated by the Administrator as poor air quality areas. The program reduces pollution from heavy duty diesel vehicles and equipment that are currently used on the road or off the road, such as for construction or farming. Eligible vehicles, engines and equipment may include but are not limited to: buses; medium-duty or heavy-duty trucks; marine engines; locomotives; and nonroad engines or vehicles used in construction; handling or cargo (including at a port or airport); agriculture; mining; or energy production.

EPA is accepting proposals for funding from regional, state, local or tribal agencies or port authorities with jurisdiction over transportation or air quality. Proposals will also be accepted from nonprofit organizations or institutions that represent or provide pollution reduction or educational services to persons or organizations that own or operate diesel fleets or that have, as their principal purpose, the promotion of transportation or air quality. School districts, municipalities, metropolitan planning organizations, cities and counties are all eligible provided that they fall within the definition above.

EPA will host two Question and Answer sessions via teleconference on April 10 from 10:00 am to 12 noon and May 7 from 2:00 PM to 4:00 PM to answer questions and provide additional information about this funding competition. The call-in number for both sessions is: 866-299-3188. Enter Conference Code: 212 637 3745 #.

For more information, including a copy of the Request for Proposals, please visit: http://www.northeastdiesel.org/ or contact Matt Laurita (212) 637-3895.

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North East Diesel

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How to reduce diesel emissions using diesel particulate filters

ARB, British Council announce California Climate Champions

ARB Chairman Mary Nichols and the British Council introduced California’s 15 Climate Champions today during a rooftop ceremony at the Cal EPA Building in Sacramento.

Based on a similar program started in the United Kingdom, California’s champions will educate peers, fellow students and communities on the impacts of climate change along with steps they can take at the individual level to reduce their carbon emissions. Typical measures include energy efficiency steps at home, recycling and encouraging carpooling and public transit.

"These amazing, inspirational teens have rightfully accepted global warming as the challenge of their generation, and they want to lead the charge on solutions," said ARB Chairman Mary Nichols. "While ARB will take care of the regulatory approach to cutting California’s greenhouse gas emissions, we’ll be counting on the champions to help effect change household to household."

ARB and British Council staff interviewed more than three dozen high school students – and reviewed many more applications – in selecting the 15 teenagers who were announced today. The judges selected the winners based on their knowledge of the topic, their enthusiasm to effect change and their communications skills.

Three of the champions (Rebecca Chan, Sophia Angelis and Marvin Salazar) will travel to London next week to meet with other Climate Champions from 12 other countries, and then will fly to Kobe, Japan in May to attend a summit of the G8 environment ministers. All 15 will participate in a "climate camp" in California this summer and engage in an on-line peer network to share ideas and encourage others to get involved.

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Climate Champs

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Reduce Your Carbon Footprint With CoolCalifornia.org

The California Air Resources Board has introduced a new web portal offering consumers and businesses information on how to reduce their emissions of greenhouse gases. The carbon footprint calculator called CoolCaliforina.org, evaluates both direct and indirect emissions from a variety of sources. ARB's fact sheet states: "We like to think of it as 'one-stop shopping' with information, suggestions and solutions in one place to help you reduce your greenhouse gas emissions."

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CoolCalifornia.org

EPA Clears the Air: New Standards Drastically Cut Locomotive and Marine Diesel Pollution

New tough emissions standards will slash pollution from locomotive and marine diesel engines by up to 90 percent, helping Americans to breathe cleaner air as soon as this year.

"Today EPA is fitting another important piece into the clean diesel puzzle by cleaning emissions from our trains and boats," said EPA Administrator Stephen L. Johnson. "As more and more goods flow through our ports and railways, EPA is cutting diesel emissions at their source – keeping our nation on track toward a clean, healthy, productive tomorrow."

When fully implemented, these new standards will reduce soot or particulate matter (PM) by 90 percent or 27,000 tons and reduce nitrogen oxides emissions (NOx) by 80 percent or nearly 800,000 tons. Nationwide this regulation will help prevent 1,400 premature deaths, and 120,000 lost workdays annually in 2030. The estimated annual health benefits are valued between $8.4 billion and $12 billion. When these older locomotive and marine engines reach the end of their useful life, and new engines enter into the nation's diesel fleet, the benefits of today's action will increase.

Working in collaboration with our partners and our commitment to clean technology helps make EPA's Clean Diesel Locomotive and Marine program possible. The rule cuts emissions from all types of diesel locomotives, including line-haul, switch, and passenger rail, as well as from a wide range of marine sources, including ferries, tugboats, Great Lake freighters and all types of marine auxiliary engines.

For the first time ever, this rule requires remanufacturing standards for marine engines, reductions in engine idling, and the use of after treatment technology that will further reduce diesel emissions. Phasing in tighter long-term standards for PM and NOx will begin in 2014 for marine diesel engines and in 2015 for locomotive engines. Advanced after-treatment technology will apply to both types of engines. The effective dates for NOx will be two years earlier from last year's proposal, bringing cleaner air sooner.

Today's action is another achievement in EPA's efforts to reduce pollution from diesel engines. This new rule complements the Clean Air Nonroad Diesel Rule and the Clean Air Diesel Truck and Bus Rule, currently underway nationwide.

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Clean Diesel Locomotive

Clean Diesel Marine

Media Actuality (sound bite)

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Half Measures and Compromises Are Not Good Enough

Statement of Bernadette Toomey, President and Chief Executive Officer
American Lung Association: March 12, 2008

Today, the U.S. Environmental Protection Agency announced a critical tightening of the health-based National Ambient Air Quality Standard for ozone. We wish we could be happier about this decision, but we cannot. The standard announced today, although an improvement, falls far short of the requirements of the Clean Air Act. We are unable to celebrate half measures when the risks are so evident, when the science and the scientists are so united about what is needed and when the missed opportunity means that thousands will suffer more and die sooner than they should. Furthermore, we reject the suggestions made by the Administrator to weaken and undermine the Clean Air Act itself. Coming from the head of the Environmental Protection Agency, such suggestions are truly outrageous.

Certainly, today’s decision on the health-based standard opens a welcome new phase in the attack against the most widespread air pollutant in the nation—and among the most dangerous. A tighter ozone standard sets in motion new steps to clean up air pollution. The ozone standard the EPA adopted strengthens the protection for millions of Americans from the air pollutant often known as smog. Yet, by stopping far short of the mark, the EPA action today denies millions more the protection they deserve from their government.

Ozone smog threatens the health of infants, children, seniors, and people who have asthma, emphysema, chronic bronchitis, and other lung diseases. For these people, breathing smog-polluted air can make them cough and wheeze, restrict their airways, worsen their diseases, force them to the hospital and even kill them. Even healthy young adults and people who exercise or work outdoors can suffer from high levels of ozone pollution.

Today’s decision means that millions of Americans will not get the protection that the law requires. According to the nation’s landmark air pollution law, the Clean Air Act, the EPA must set our air quality standards at levels that protect the health of the public, including children, older people, and people who suffer from chronic lung diseases. The EPA’s own expert scientific advisors unanimously recommended a stronger standard that would provide much more protection—advice the Agency ignored. Sixteen major medical societies and public health organizations—including the American Lung Association—repeatedly urged the EPA to follow the overwhelming evidence for a truly protective standard. Our recommendations also went unheeded.

Instead of following the law, the Administrator has proposed, incredibly enough, dismantling the core principles that are embodied in the Clean Air Act—legal requirements that have enabled us to reduce deadly forms of air pollution. The Administrator offers to play “pick your poison” with public health, allowing the state and local governments to determine which pollutants to ignore and which to clean up. The Clean Air Act recognized these pollutants as the national priority because they were the most widespread and dangerous. The Act assigned the EPA Administrator the responsibility to set standards to protect the health of all of the public from these pollutants, not just some people, and required the states and local governments to reduce the burden of all these pollutants, not just some of them. History has shown that when communities pick and chose who gets protected, those left behind, exposed to the worst, are usually the weak, the young, the old and those who face life-threatening disease. The Administrator cannot promote such discrimination.

Basic to those principles is the requirement that the national ambient air quality standards protect public health with an adequate margin of safety. The Supreme Court unanimously confirmed that protecting public health be the sole basis for the Administrator’s decision on a standard. History has shown that principle to be sound. The Administrator proposes to change the Clean Air Act to violate that principle. That is completely unacceptable.

Despite arguments from polluters, thirty years of evidence shows that protecting public health has not harmed the economy—nor is it likely to do so in the future. We would encourage the Administrator to read his own website to see the EPA chart documenting that we’ve been able to cut emissions by half while the economy soared.

Given the real dangers to the most vulnerable members of each of our families, EPA’s decisions today represent a compromise the public can ill afford. The Agency moved closer to the need but not only failed to follow the law, the Agency is now supporting fundamentally weakening the Clean Air Act itself.

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American Lung Association

EPA Strengthens Smog Standards to Better Protect Public Health and the Environment

Announcement by the EPA: 03-12-08

EPA today met its requirements of the Clean Air Act by signing the most stringent 8-hour standard ever for ozone, revising the standards for the first time in more than a decade. The agency based the changes on the most recent scientific evidence about the effects of ozone, the primary component of smog.

“America’s air is cleaner today than it was a generation ago. By meeting the requirement of the Clean Air Act and strengthening the national standard for ozone, EPA is keeping our clean air progress moving forward,” said EPA Administrator Stephen L. Johnson.

The new primary 8-hour standard is 0.075 parts per million (ppm) and the new secondary standard is set at a form and level identical to the primary standard. The previous primary and secondary standards were identical 8-hour standards, set at 0.08 ppm. Because ozone is measured out to three decimal places, the standard effectively became 0.084 ppm: areas with ozone levels as high as 0.084 ppm were considered as meeting the 0.08 ppm standard, because of rounding.

In announcing the new ozone standard Administrator Johnson also announced that he will be sending Congress four principles to guide legislative changes to the Clean Air Act.

“The Clean Air Act is not a relic to be displayed in the Smithsonian, but a living document that must be modernized to continue realizing results. So while the standards I signed today may be strict, we have a responsibility to overhaul and enhance the Clean Air Act to ensure it translates from paper promises into cleaner air,” Johnson concluded.

The four principles outlined by the administrator recommend that the Clean Air Act and the National Ambient Air Quality Standards (NAAQS); 1) must protect the public health and improve the overall well-being of our citizens; 2) should allow decision-makers to consider benefits, costs, risk tradeoffs, and feasibility in making decisions about how to clean the air; 3) should provide greater accountability and effective enforcement to ensure not only paper requirements but also air quality requirements are met, especially in areas with the furthest to go in meeting our standards; 4) should allow the schedule for addressing NAAQS standards to be driven by the available science and the prioritization of health and environmental concerns, taking into account the multi-pollutant nature of air pollution. While the administrator stated that these changes are needed to modernize the Clean Air Act, the nation will still benefit from the new standard.

The United States has made significant progress reducing ground-level ozone across the country. Since 1980, ozone levels have dropped 21 percent as EPA, states and local governments have worked together to improve the quality of the nation’s air. EPA expects improvement to continue, as a result of landmark regulations such as the Clean Air Interstate Rule, to reduce emissions from power plants in the East, and the Clean Diesel Program, to reduce emissions from highway, nonroad and stationary diesel engines nationwide.

Ozone can harm people’s lungs, and EPA is particularly concerned about individuals with asthma or other lung diseases, as well as those who spend a lot of time outside, such as children. Ozone exposure can aggravate asthma, resulting in increased medication use and emergency room visits, and it can increase susceptibility to respiratory infections.

Ground-level ozone is not emitted directly into the air, but forms when emissions of nitrogen oxides (NOx) and volatile organic compounds (VOCs) “cook” in the sun. Power plants, motor vehicle exhaust, industrial facilities, gasoline vapors and chemical solvents are the major human-made sources of these emissions. EPA estimates that the final standards will yield health benefits valued between $2 billion and $19 billion.

Those benefits include preventing cases of bronchitis, aggravated asthma, hospital and emergency room visits, nonfatal heart attacks and premature death, among others. EPA’s Regulatory Impact analysis shows that benefits are likely greater than the cost of implementing the standards. Cost estimates range from $7.6 billion to $8.5 billion. EPA selected the levels for the final standards after reviewing more than 1,700 peer-reviewed scientific studies about the effects of ozone on public health and welfare, and after considering advice from the agency’s external scientific advisors and staff, along with public comment. EPA held five public hearings and received nearly 90,000 written comments.

As part of today’s action, EPA also has updated the Air Quality Index (AQI) for ozone to reflect the change in the health standard. The AQI is EPA’s color-coded tool for communicating daily air quality to the public.

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EPA - Revised Standards

Clean Air Act

Study Shows Hybrid Effect on Power Distribution

A growing number of plug-in hybrid electric cars and trucks could require major new power generation resources or none at all— depending on when people recharge their automobiles.

A recent Oak Ridge National Laboratory study, featured in the current issue of the ORNL Review examined how an expected increase in ownership of hybrid electric cars and trucks will affect the power grid depending on what time of day or night the vehicles are charged.

Some assessments of the impact of electric vehicles assume owners will charge them only at night, said Stan Hadley of ORNL’s Cooling, Heating and Power Technologies Program.

“That assumption doesn’t necessarily take into account human nature,” said Hadley, who led the study. “Consumers’ inclination will be to plug in when convenient, rather than when utilities would prefer. Utilities will need to create incentives to encourage people to wait. There are also technologies such as ‘smart’ chargers that know the price of power, the demands on the system and the time when the car will be needed next to optimize charging for both the owner and the utility that can help too.”

In an analysis of the potential impacts of plug-in hybrid electric vehicles projected for 2020 and 2030 in 13 regions of the United States, ORNL researchers explored their potential effect on electricity demand, supply, infrastructure, prices and associated emission levels. Electricity requirements for hybrids used a projection of 25 percent market penetration of hybrid vehicles by 2020 including a mixture of sedans and sport utility vehicles. Several scenarios were run for each region for the years 2020 and 2030 and the times of 5 p.m. or 10:00 p.m., in addition to other variables.

The report found that the need for added generation would be most critical by 2030, when hybrids have been on the market for some time and become a larger percentage of the automobiles Americans drive. In the worst-case scenario—if all hybrid owners charged their vehicles at 5 p.m., at six kilowatts of power—up to 160 large power plants would be needed nationwide to supply the extra electricity, and the demand would reduce the reserve power margins for a particular region’s system.

The best-case scenario occurs when vehicles are plugged in after 10 p.m., when the electric load on the system is at a minimum and the wholesale price for energy is least expensive. Depending on the power demand per household, charging vehicles after 10 p.m. would require, at lower demand levels, no additional power generation or, in higher-demand projections, just eight additional power plants nationwide.

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Oak Ridge National Laboratory

Lehman Student Receives Award for Research on Asthma in the Bronx

Andrew Maroko, a doctoral student in the Earth and Environmental Science program at the CUNY Graduate Center and Lehman College, received a cash award and a certificate last month for his work on the relationship between pollution and disease in the Bronx. His study shows that more people in the Bronx were exposed to air pollution from major stationary point sources than was previously known.

The award was given at the NOAA-CREST Symposium, held February 20-22 at the University of Puerto Rico in Mayaguez. At the symposium, Maroko presented the paper “Loose-coupling an air dispersion model and a geographic information system (GIS): Asthma and air pollution in the Bronx, New York City.” He coauthored the paper with Prof. Juliana Maantay of Lehman’s Environmental, Geographic and Geological Sciences Department and Jun Tu, also a doctoral candidate in the Earth and Environmental Science program.

The paper describes a set of novel procedures for linking a mathematical pollutant dispersion model and a geographical information system, using asthma and air pollution as a case study to illustrate the new method. The findings will enable health researchers, epidemiologists and others to look more realistically at the relationship between pollution and disease.

“I suppose the simplest thing to say is that there is a statistically significant association between estimated exposure to certain locally emitted airborne pollutants and an increased risk of being hospitalized for asthma,” said Maroko.

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CUNY Newswire

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How to reduce air pollution with emissions control technology

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Marathoner Pulls Out of Olympic Event Due to Air Pollution

Marathon runner, Haile Gebrselassie has decided not to compete in the 26.2 mile event in this year's Beijing Olympics. The world-class distance runner, an asthmatic, feels competing in the Olympic marathon would pose a serious personal health risk and possibly impact his future running career. The 34-year old holds the world marathon record and two gold metals in the 10,000 meter race.

He told Reuters "The pollution in China is a threat to my health and it would be difficult for me to run 42km. But I am not pulling out of the Olympic event in Beijing altogether. I plan to partipate in the 10,000-meter event."

Air pollution has been a major issue for the Beijing Olympics, even as China has gone to great lengths and considerable expense to clear the air of thick particulate pollution and other toxic emissions hanging heavy over the city. Gebrselassie's announcement may be the first of many as athletes evaluate the environment they will be competing in, waying the effect polluted air may have on their performance and health.

Also see past posting:

Air Quality for 2008 Beijing Olympics

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Elite Feet

The Press Association

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How to retrofit diesel engines with diesel particulate filters to dramatically reduce particulate pollution from emissions

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current issues

EPA Seeks Public Comment on U.S. Greenhouse Gas Inventory

The U.S. Environmental Protection Agency is seeking public comment on a draft annual report that analyzes sources of greenhouse gas emissions. The report, Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2006, will be open for public comment for 30 days after the Federal Register notice is published.

The major finding in this year's draft report is that overall emissions during 2006 decreased by 1.5 percent from the previous year. This decrease was due primarily to a reduction in carbon dioxide emissions associated with fuel and electricity consumption. Total U.S. greenhouse gas emissions in 2006 were about 7,202 million metric tons of CO2 equivalent. These gases include carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride. Overall, emissions have grown by 14.1 percent from 1990 to 2006 while the U.S. economy has grown by 59 percent over the same period.

The inventory tracks annual greenhouse gas emissions at the national level and presents historical emissions from 1990 to 2006. The inventory also calculates carbon dioxide emissions that are removed from the atmosphere by "sinks," e.g., through the uptake of carbon by forests, vegetation, and soils.

EPA prepares the annual report in collaboration with experts from multiple federal agencies. After responding to public comments, the U.S. government will submit the final inventory report to the Secretariat of the United Nations Framework Convention on Climate Change, fulfilling its annual requirement as a party to this international treaty on climate change. The UNFCCC treaty, ratified by the United States in 1992, sets an overall framework for intergovernmental efforts to tackle the challenge posed by climate change.

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EPA - information on the draft report and how to submit public comments

EPA Knows More About Children's Health Today Than Ever

New Report Highlights 10 Years of Comprehensive Research

EPA knows more now than ever about children's environmental health and how to create a healthier environment for children. This is the result of a 10-year research effort on children's environmental health highlighted in a new report issued today.

"Understanding potential environmental health risks to children is important to EPA," said George Gray, assistant administrator of EPA's Office of Research and Development. "This research will help us assess and address environmental factors that may affect some of the most vulnerable members of our society."

The report, "A Decade of Children's Environmental Health: Highlights from EPA's Science to Achieve Results Program" focuses on 10 years of research funded or performed by EPA's National Center for Environmental Research's Science to Achieve Results (STAR) grants program.

Some of the major findings of this research include:
- People metabolize pesticides differently based on their genotype; some faster, others slower. This finding is of particular concern during pregnancy, as many babies do not develop the ability to metabolize some pesticides during the first two years of life, putting them at greater risks of health effects.
- Children living close to major roadways in Southern California have a higher risk of asthma.
- EPA’s ban on two household pesticides (diazinon and chlorpyrifos) resulted in a rapid decrease in exposures in New York City. Children born after the ban were also healthier.
- Integrated Pest Management (IPM) can be effectively implemented in urban areas to reduce both pesticide and allergen triggers.
- Community partners play a critical role in informing, implementing, and translating children’s environmental health research.

The 1997 Federal Executive Order, "Protection of Children from Environmental Health Risks and Safety Risks," mandated all federal agencies to place a high priority on identifying and assessing risks to children. In 1998, the STAR program, which funds and supports human health, economics, ecology and engineering sciences, launched its own children's health initiative. To date, the program has awarded more than 60 grants and issued more than 10 research solicitations.

The report summarizes research from the STAR children's health program over the past 10 years, highlighting scientific findings in epidemiology, exposure science, genetics, community-based participatory research, interventions, statistics and methods. This body of work has impacted policy in the United States and influenced scientific directions internationally.

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EPA - A Decade of Children's Environmental Health

environment

No Time to Idle: Emission and Idling Reduction Technologies for EPA 2010

North American heavy duty truck manufacturers seek to position themselves as global leaders in green technology and as a result market participants have made concerted efforts to develop innovative emission reduction technologies and solutions. Currently, market participants face imminent industry regulations that address issues ranging from diesel engine emissions to idling. The implementation of these regulations will offer market participants an opportunity to leverage their technological innovations by introducing products and solutions that ensure compliance as well as demonstrate a return on investment.

New analysis from Frost & Sullivan, Strategic Analysis of Emission and Idling Reduction Technologies for EPA 2010 and Idling Regulations Compliance, observes that as global emission regulations tighten in an effort to reduce global warming and fossil fuel reliance, the market for emission and idling reduction technologies will experience considerable growth.

“Stricter environmental regulations, growing generic competition and spiraling R&D costs have caused the North American heavy-duty truck industry to pay closer attention to the impending emission and idling reduction regulations,” notes Frost & Sullivan Program Manager Sandeep Kar.

The implementation of these regulations will incite market participants to offer the most feasible and pertinent emission reduction solutions at attractive price-points. Moreover, escalating fuel efficiency concerns, foreign oil dependency, air quality deterioration, global warming and noise pollution concerns will continue to spur regulations as well as demand for emission reduction technologies.

Regulators and public interest groups scrutinize heavy trucks due to their immense weight, large dimensions, power requirements, emissions and the valuable goods they haul. The current regulatory environment related to emission reduction offers market participants an opportunity to create new revenue streams by developing innovative solutions. These regulations offer opportunities for market participants to develop hardware systems that reduce emissions as well as services and applications that enable regulation compliance monitoring.

However, the high up-front and lifecycle costs of most emission reduction solutions represent major marketing challenges for developers. Moreover, several fleet operators have opted to wait until core and enabling technologies mature before making decisions regarding emission reduction technologies.

“Market participants have to identify and invest in the most pertinent technologies among a vast array of emerging technologies that can facilitate the development of solutions offering sustainable revenue growth opportunities,” says Kar. “The challenge is to not only develop and introduce such technologies and solutions, but also to do so at the lowest incremental cost.”
The current situation demands concerted efforts by all stakeholders to develop standardized technology platforms that can spawn innovative and cost-effective emission reduction solutions. The development and introduction of harmonized engines, aftertreatment systems and idling reduction solutions will likely benefit end users by providing an attractive return on investment for regulatory compliance technologies.

Additionally, industry participants and consumers must act collaboratively to ensure collective action aimed at increasing adoption of emission reduction technologies. Vertical integration activities, such as OEM partnerships for the development and introduction of advanced emission reduction technologies will also increase adoption.

Strategic Analysis of Emission and Idling Reduction Technologies for EPA 2010 and Idling Regulations Compliance, is part of the Automotive & Transportation Growth Partnership Service program, which also includes research in the following markets: heavy truck technologies, advanced automotive technologies, and automotive aftermarket technologies.

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Frost & Sullivan

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More on diesel particulate filters for off-road vehicles and stationary engines

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