On December 11-12, the California Air Resources Board (CARB) will vote on a proposed reg (here) to reduce the greenhouse gas (GHG) emissions from big rigs. Obviously, the major way to do this is to cut the amount of diesel fuel they use. More importantly from a health perspective, the proposed reg also focuses upon reducing particulate emissions. From this link...
State officials on Friday released a toughest-in-the-nation plan to cut emissions of air pollutants from the roughly 1 million heavy-duty diesel trucks that travel California's roads.
The rules proposed by the state Air Resources Board would require older big rigs to be fitted with particle-trapping exhaust filters by 2014 and low-emission engines by 2020. In addition, aerodynamic fairings and low-rolling-resistance tires would be required on long-haul trucks to improve fuel efficiency.
The changes would help California meet air-quality standards set by federal regulators, as well as the state's own greenhouse-gas targets.
Bear in mind that this reg would apply to all big rigs operated in California, no matter where they're licensed. And note that even with implementation of the reg, it's anticipated that overall GHG emissions from trucking in CA will continue to rise.
Emissions from diesel engines are carcinogenic and can worsen asthma and other respiratory and cardiovascular ailments. The agency estimates the regulations will cost trucking companies roughly $5.5 billion and will prevent 9,400 premature deaths.
Trucking groups generally object to the cost of the proposed retrofits, which would begin to take effect in 2011. The industry is currently reeling from high fuel prices and the weak economy.
Exhaust filters cost $10,000 or more, new engines several times that, and a new truck well over $100,000.
That premature death estimate isn't worth the paper it's written on. It's there to remind folks that particulates--large and small--can have an adverse impact on one's health.
To some degree, companies that replace their trucks regularly will automatically meet the standards, because new truck engines are required under federal rules to have emissions controls.
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About $1 billion in state grants and loans are available to defray those costs. Small trucking companies would get more time to comply with the regulations than large fleets.
Small trucking companies are defined as having up to eight tractors and twenty trailers.
By the way, CARB believes that over the long run, this reg will save most truckers money. Quoting from Chapter 12...
The cost analysis was computed based upon an 11-year equipment lifespan, from 2010 to 2020. Over that time span, staff expects a net savings of approximately $4.3 billion to the affected stakeholders in 2008 dollar values. During the first six years of implementation from 2010 to 2015, an estimated net savings of $3.5 billion is expected. The net savings will be realized by truck operators because of improved fuel economy. Businesses that own only trailers and no tractors may not be able to recover the cost of retrofitting their trailers through fuel savings, and therefore, they may need to recover their investment by paying less to haulers or by passing it on to customers by increasing the cost of their merchandise. Ultimately, the substantial operating cost savings seen by the truck haulers should result in lower costs to ship goods and result in lower cost for consumers. Staff calculated the savings based upon the projected retail price per gallon of ultra low sulfur diesel fuel of $3.14 in 2010 to $3.69 in 2020. However, staff believes this may be a conservative estimate of the savings since recently the California average retail price for diesel fuel was about $4.00 per gallon. At $4.00 per gallon, the lifetime savings of the regulation (over the 11-year lifespan of the equipment) would be about $8.5 billion.
If truckers could bank on such savings, more of them would already be pursuing these initiatives.
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