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    <RIN_INFO>
        <RIN>2060-AM06</RIN>
        <PUBLICATION>
            <PUBLICATION_ID>200710</PUBLICATION_ID>
            <PUBLICATION_TITLE>The Regulatory Plan and the Unified Agenda of Federal Regulatory and Deregulatory Actions</PUBLICATION_TITLE>
        </PUBLICATION>
        <AGENCY>
            <CODE>2060</CODE>
            <NAME>Air and Radiation</NAME>
            <ACRONYM>AR</ACRONYM>
        </AGENCY>
        <PARENT_AGENCY>
            <CODE>2000</CODE>
            <NAME>Environmental Protection Agency</NAME>
            <ACRONYM>EPA</ACRONYM>
        </PARENT_AGENCY>
        <RULE_TITLE>Control of Emissions from New Locomotives and New Marine Diesel Engines Less Than 30 Liters per Cylinder</RULE_TITLE>
        <ABSTRACT><![CDATA[Locomotives and marine diesel engines are important contributors to our nations air pollution today accounting for about 20 percent of mobile source nitrogen oxides (NOx) emissions and about 25 percent of mobile source fine diesel particulate matter (PM 2.5) emissions. EPA is proposing a comprehensive program to significantly reduce emissions from locomotives and marine diesel engines. It would apply new exhaust emission standards and idle reduction requirements to diesel locomotives of all types--line-haul, switch, and passenger. It would also set new exhaust emission standards for all types of marine diesel engines below 30 liters per cylinder displacement. These include marine propulsion engines used on vessels from recreational and small fishing boats to super-yachts, tugs and Great Lakes freighters, and marine auxiliary engines ranging from small gensets to large generators on ocean-going vessels. We estimate PM reductions of 90 percent and NOx reductions of 80 percent from engines meeting these standards, compared to engines meeting the current standards. EPA has already taken steps to bring emissions levels from light-duty and heavy-duty highway, and nonroad diesel vehicles and engines to very low levels over the next decade, while the emission levels for locomotive and marine diesel engines remain at much higher levels--comparable to the emissions for highway trucks in the early 1990s. The additional PM2.5 and NOx emission reductions resulting from the proposed standards would assist states in attaining and maintaining the Ozone and the PM2.5 National Air Quality Standards both near term and in the decades to come. The proposed program includes a set of near-term emission standards for newly-built engines. These would phase in starting in 2009. The near-term program also contains more stringent emissions standards for existing locomotives. These would apply when the locomotive is remanufactured and would take effect as soon as certified remanufacture systems are available (as early as 2008), but no later than 2010 (2013 for Tier 2 locomotives). We are requesting comment on an alternative under consideration that would apply a similar remanufacture requirement to existing marine diesel engines installed in vessels currently in the fleet. We are also proposing long-term emissions standards for newly-built locomotives and marine diesel engines based on the application of high-efficiency catalytic aftertreatment technology. These standards would phase in beginning in 2015 for locomotives and 2014 for marine diesel engines. Finally, are proposing revised testing, certification, and compliance provisions to better ensure emissions control in use. Entities potentially regulated by this action are those which manufacture, remanufacture and/or import locomotives and/or locomotive engines; and those which own and operate locomotives. This proposed action would also affect companies and persons that manufacture, sell, or import into the United States new marine compression-ignition engines, companies and persons that rebuild or maintain these engines, companies and persons that make vessels that use such engines, and the owners/operators of such vessels.]]></ABSTRACT>
        <PRIORITY_CATEGORY>Economically Significant</PRIORITY_CATEGORY>
        <RIN_STATUS>Previously Published in The Unified Agenda</RIN_STATUS>
        <RULE_STAGE>Final Rule Stage</RULE_STAGE>
        <MAJOR>Yes</MAJOR>
        <UNFUNDED_MANDATE_LIST>
            <UNFUNDED_MANDATE>No</UNFUNDED_MANDATE>
        </UNFUNDED_MANDATE_LIST>
        <CFR_LIST>
            <CFR>40 CFR 92</CFR>
            <CFR>40 CFR 94</CFR>
        </CFR_LIST>
        <LEGAL_AUTHORITY_LIST>
            <LEGAL_AUTHORITY>42 USC 7522 to 7621</LEGAL_AUTHORITY>
        </LEGAL_AUTHORITY_LIST>
        <LEGAL_DLINE_LIST/>
        <RPLAN_ENTRY>Yes</RPLAN_ENTRY>
        <RPLAN_INFO>
            <STMT_OF_NEED><![CDATA[Locomotive and marine diesel engines generate significant emissions of fine particulate matter (PM2.5) and nitrogen oxides (NOx) that contribute to nonattainment of the National Ambient Air Quality Standards for PM2.5 and ozone. NOx is a key precursor to ozone and secondary PM formation. These engines also emit hazardous air pollutants or air toxics, which are associated with serious adverse health effects. Emissions from locomotive and marine diesel engines also cause harm to public welfare, including contributing to visibility impairment and other harmful environmental impacts across the US. (The health and welfare impacts of these pollutants are described elsewhere in this Regulatory Agenda.) Emissions from locomotive and marine diesel engines account for substantial portions of the country's ambient PM2.5 and NOx levels. Today these engines account for about 20 percent of mobile source NOx emissions and about 25 percent of mobile source diesel PM 2.5 emissions. Under the standards EPA has proposed, by 2030 annual NOx emissions from these diesel engines would be reduced by 765,000 tons and PM2.5 emissions by 28,000 tons, and those reductions would continue to grow beyond 2030 as the fleet turnover to the clean engines is completed. State and local governments are working to protect the health of their citizens and comply with requirements of the Clean Air Act. As part of this effort they recognize the need to secure additional major reductions in both diesel PM2.5 and NOx emissions by undertaking numerous state level actions, while also seeking Agency action, including the setting of stringent new locomotive and marine diesel engine standards. The emission reductions in this proposal will play a critical part in state efforts to attain and maintain the National Air Quality Standards both near term and through the next two decades.]]></STMT_OF_NEED>
            <LEGAL_BASIS><![CDATA[Authority for the actions in this proposed rule is granted to the Environmental Protections Agency (EPA) by sections 114, 203, 205, 206, 207, 208, 213, 216, and 301(a) of the Clean Air Act as amended in 1990. EPA is proposing emissions standards for new marine diesel engines pursuant to its authority under section 213(a)(3) and (4) of the Clean Air Act (CAA) and for new locomotives and new engines used in locomotives pursuant to its authority under section 213(a)(5) of the CAA. CAA section 213(a)(3) directs the Administrator to set NOx, VOCs, or carbon monoxide standards for classes or categories of engines that contribute to ozone or carbon monoxide concentrations in more than one nonattainment area, such as marine diesel engines. CAA section 213(a)(4), authorizes the Administrator to establish standards to control emissions of pollutants which may reasonably be anticipated to endanger public health and welfare, where the Administrator determines, as it has done for emissions of PM, that nonroad engines as a whole contribute significantly to such air pollution. Finally, section 213(a)(5) directs EPA to adopt emission standards for new locomotives and new engines used in locomotives that achieve the greatest degree of emissions reductions achievable through the use of technology that the Administrator determines will be available for such vehicles and engines, taking into account the cost of applying such technology within the available time period, the noise, energy, and safety factors associated with the applications of such technology.]]></LEGAL_BASIS>
            <ALTERNATIVES><![CDATA[We have developed emission inventory impacts, cost estimates and benefit estimates for two types of alternatives. The first type looks at the impacts of varying the timing and scope of our proposed standards. The second considers a programmatic alternative that would set emission standards for existing marine diesel engines. Alternative 1 examines the potential impacts of the locomotive remanufacturing program by excluding it from the analysis. Alternative 2 considers the possibility of pulling ahead the Tier 4 standards by one year for both the locomotive and marine programs, while leaving the rest of the proposed program unchanged. This alternative represents a more environmentally protective set of standards. However, our review of the technical challenges to introduce the Tier 4 program, especially considering the locomotive remanufacturing program and the Tier 3 standards which go before it, leads us to conclude that introducing Tier 4 a year earlier is not feasible. Alternative 3 most closely reflects the program we described in our Advanced Notice of Proposed Rulemaking, whereby we would set new aftertreatment based emission standards as soon as possible. In this case, alternative 3 eliminates our proposed Tier 3 standards and locomotive remanufacturing standards, while pulling the Tier 4 standards ahead to 2013 (3 months after the introduction of 15 ppm ULSD). As with alternative 2, we are concerned that it may not be feasible to introduce Tier 4 technologies on locomotive and marine diesel engines earlier than the proposal specifies. Alternative 4 would eliminate the Tier 4 standards and retain the Tier 3 and locomotive remanufacturing requirements. This alternative allows us to consider the value of combining the Tier 3 and locomotive remanufacturing standards together as one program, and conversely, allows us to see the additional benefits gained when combining them with the Tier 4 standards. This alternative falls well short of the total benefits that our comprehensive program is expected to realize. Alternative 5 would establish a two-part marine engines remanufacturing program to reduce emissions from marine diesel engines above 800hp installed on commercial vessels. These engines remain in the fleet in excess of 20 years and can substantially contribute to air pollution. In part one, beginning as early as 2008, vessel owners and rebuilders (also called remanufacturers) would be required to use a certified kit when the engine is rebuilt (or remanufactured) if such a kit is available. In the second part, which could begin in 2013, the marine diesel engine identified by the EPA as a high-sales volume engine model would have to meet specified emission requirements when the engine is remanufactured. If no certified system were available, companies subject to these provisions would need to either retrofit an emission reduction technology for the engine that demonstrates at least a 25 percent reduction or repower (replace the engine with a new one). The second part of the program is contingent on EPA developing a list of high volume marine diesel engines for which a remanufacture certificate must be available by 2013. Finally, the second step of the program could be made subject to a technical review in 2011A summary of the five alternatives is contained in Tables VII-1 and VII-2 of the proposed rule. Table VII-1 includes the expected PM and NOx emission reductions, associated with each alternative through 2040 expressed as a net present value (NPV) using discounting rates of 3 percent and 7 percent. It also includes the estimated costs for each alternative through 2040 expressed at 3 percent NPV and 7 percent NPV. Table VI-2 shows the PM and NOx inventory reductions, costs, and benefits of each alternative estimated for the year 2030.]]></ALTERNATIVES>
            <COSTS_AND_BENEFITS><![CDATA[The total monetized benefits of the proposed standards, when based on published scientific studies of the risk of PM-related premature mortality, these benefits are projected to be more than $12 billion in 2030, assuming a 3 percent discount rate (or $11 billion assuming a 7 percent discount rate). Our estimate of total monetized benefits based on the PM-related premature mortality expert elicitation is between $4.6 billion and $33 billion in 2030, assuming a 3 percent discount rate (or $4.3 and $30 billion assuming a 7 percent discount rate). The social costs of the proposed program are estimated to be approximately $600 million in 2030. The estimated 2030 social welfare cost of 567.3 million is based on an earlier version of the engineering costs of the rule which estimated $568.3 million engineering costs in 2030 (see table V-15). The current engineering cost estimate for 2030 is $605 million. See section V.C.5 for an explanation of the difference. The estimated social costs of the program will be updated for the final rule. The impact of these costs on society are estimated to be minimal, with the prices of rail and marine transportation services estimated to increase by less about 0.4 percent for locomotive transportation services and about 0.6 percent for marine transportation services. Though there are a number of health and environmental effects associated with the proposed standards that we are unable to quantify or monetize, the benefits of the proposed standards far outweigh the projected costs.]]></COSTS_AND_BENEFITS>
            <RISKS><![CDATA[The emissions of PM and ozone precursors from locomotive and marine diesel engines are associated with serious public health problems including premature mortality, aggravation of respiratory and cardiovascular disease, aggravation of existing asthma, acute respiratory symptoms, chronic bronchitis, and decreased lung function. In addition, emissions from locomotives and marine diesel engines are of particular concern, as diesel exhaust has been classified by EPA as a likely human carcinogen. Many people spend a large portion of time in or near areas of concentrated locomotive or marine diesel emissions, near rail yards, marine ports, railways, and waterways. Recent studies show that populations living near large diesel emission sources such as major roadways, rail yards and marine ports are likely to experience greater diesel exhaust exposure levels than the overall US population, putting them at a greater health risk. Scientific studies show ambient PM is associated with a series of adverse health effects. The locomotive and marine diesel engines, covered in this proposal contribute to both short-and long-term PM2.5 exposures. Health effects associated with short-term exposures (hours to days) to ambient PM include premature mortality, increased hospital admissions, heart and lung diseases, increased cough, adverse lower-respiratory symptoms, decrements in lung function and changes in heart rate rhythm and other cardiac effects. Studies examining populations exposed to different levels of air pollution over a number of years show associations between long-term exposure to ambient PM2.5 and both total and cardio respiratory mortality. Locomotive and marine diesel engines also result in significant emissions of NOx and VOC emissions which contribute to the formation of ground-level ozone pollution or smog. People in many areas across the U.S. continue to be exposed to unhealthy levels of ambient ozone. The health and welfare effects of ozone are well documented and are assessed in EPAs 2006 ozone Air Quality Criteria Document (ozone AQCD) and EPA staff papers. Ozone can irritate the respiratory system, causing coughing, throat irritation, and/or uncomfortable sensation in the chest. Ozone can reduce lung function and make it more difficult to breathe deeply, and breathing may become more rapid and shallow than normal, thereby limiting a persons activity. Ozone can also aggravate asthma, leading to more asthma attacks that require a doctors attention and/or the use of additional medication. People who are more susceptible to effects associated with exposure to ozone include children, the elderly, and individuals with respiratory disease such as asthma. locomotive and marine diesel engine emissions include diesel exhaust (DE), a complex mixture comprised of carbon dioxide, oxygen, nitrogen, water vapor, carbon monoxide, nitrogen compounds, sulfur compounds and numerous low-molecular-weight hydrocarbons. A number of these gaseous hydrocarbon components are individually known to be toxic including aldehydes, benzene and 1,3-butadiene. Locomotive and marine diesel engine exhaust emissions contribute to ambient levels of other air toxics known or suspected as human or animal carcinogens, or that have non-cancer health effects. These other compounds include benzene, 1,3-butadiene, formaldehyde, acetaldehyde, acrolein, polycyclic organic matter (POM), and naphthalene. All of these compounds, except acetaldehyde, were identified as national or regional risk drivers in the 1999 National-Scale Air Toxics Assessment (NATA) and have significant inventory contributions from mobile sources. That is, for a significant portion of the population, these compounds pose a significant portion of the total cancer and non-cancer risk from breathing outdoor air toxics. The reductions in locomotive and marine diesel engine emissions proposed in this rulemaking would help reduce exposure to these harmful substances.]]></RISKS>
        </RPLAN_INFO>
        <TIMETABLE_LIST>
            <TIMETABLE>
                <TTBL_ACTION>ANPRM</TTBL_ACTION>
                <TTBL_DATE>06/29/2004</TTBL_DATE>
                <FR_CITATION>69 FR 39276</FR_CITATION>
            </TIMETABLE>
            <TIMETABLE>
                <TTBL_ACTION>NPRM</TTBL_ACTION>
                <TTBL_DATE>04/03/2007</TTBL_DATE>
                <FR_CITATION>72 FR 15938</FR_CITATION>
            </TIMETABLE>
            <TIMETABLE>
                <TTBL_ACTION>Final Action</TTBL_ACTION>
                <TTBL_DATE>03/00/2008</TTBL_DATE>
            </TIMETABLE>
        </TIMETABLE_LIST>
        <ADDITIONAL_INFO>SAN No. 4871;</ADDITIONAL_INFO>
        <RFA_REQUIRED>No</RFA_REQUIRED>
        <SMALL_ENTITY_LIST>
            <SMALL_ENTITY>Businesses</SMALL_ENTITY>
        </SMALL_ENTITY_LIST>
        <GOVT_LEVEL_LIST>
            <GOVT_LEVEL>Federal</GOVT_LEVEL>
        </GOVT_LEVEL_LIST>
        <FEDERALISM>No</FEDERALISM>
        <ENERGY_AFFECTED>No</ENERGY_AFFECTED>
        <PRINT_PAPER>No</PRINT_PAPER>
        <INTERNATIONAL_INTEREST>Not Collected</INTERNATIONAL_INTEREST>
        <AGENCY_CONTACT_LIST>
            <CONTACT>
                <FIRST_NAME>Jean-Marie</FIRST_NAME>
                <LAST_NAME>Revelt</LAST_NAME>
                <AGENCY>
                    <CODE>2060</CODE>
                    <NAME>Office of Air and Radiation</NAME>
                    <ACRONYM>OAR</ACRONYM>
                </AGENCY>
                <PHONE>734 214-4822</PHONE>
                <FAX>734 214-4816</FAX>
                <EMAIL>revelt.jean-marie@epa.gov</EMAIL>
                <MAILING_ADDRESS>
                    <STREET_ADDRESS>OAR/OTAQ/ASD,</STREET_ADDRESS>
                    <CITY>Ann Arbor</CITY>
                    <STATE>MI</STATE>
                    <ZIP>48105</ZIP>
                </MAILING_ADDRESS>
            </CONTACT>
        </AGENCY_CONTACT_LIST>
    </RIN_INFO>
</REGINFO_RIN_DATA>
