N.S.W. State and Federal EPA ignores the proven documents while killing our own citizens.
SHAME LIBERAL & LABOR GOVERNMENTS SHAME SHAME SHAME
Published: February 2005
Everyone has experienced it: getting hit right in the face by a cloud of acrid diesel smoke. Perhaps you were standing on a street corner when a bus or truck whizzed by. Or maybe you were standing at a bus stop or stuck behind a dump truck grinding up a hill. But breathing diesel exhaust isn’t just unpleasant. It is hazardous to your health. In fact, health research indicates that the portion of the exhaust you can’t see may be the most dangerous of all. Asthma attacks, respiratory disease, heart attacks, and even premature death — all of these are among the most serious public health problems linked to emissions from the nation’s fleet of diesel vehicles. The good news is that the technology exists right now to clean up emissions from these engines, so that most of the adverse health impacts can be prevented.
Today in the U.S. more than 13 million diesel vehicles help to build our cities and towns, transport our food and goods, and take us to and from work. More than three quarters of all Americans live near intersections, bus stops, highways, bus and truck depots, or construction sites with heavy equipment — all of which are concentrated sources of diesel exhaust. In rural areas, those who live near heavy diesel agricultural equipment suffer their share of exposure to diesel as well.
The U.S. Environmental Protection Agency has issued important regulations that will require dramatic reductions in emissions from new diesel vehicles starting in 2007 – but only the new ones. These regulations, to be phased in over the next quarter century, apply only to new engines. What about the diesels on the road today? The lifespan of the average diesel vehicle is nearly 30 years. Many diesels are driven over a million miles. Because of this longevity, we will be left with the legacy of pollution from dirty diesel vehicles for decades to come. That is, unlesswe take action to reduce emissions from vehicles currently on the road. We don’t have to wait. Control technologies exist right now that can significantly reduce deadly fine particle emissions from diesel vehicles, in some cases by upwards of 90 percent.
American know-how, witnessed by the success of the manufacturers of engines, control devices, and fuel refiners in developing innovative solutions for reducing diesel exhaust, provides a lifesaving opportunity we can seize today. Pollution from dirty diesels on the road now can be dramatically reduced using a combination of cleaner fuels, retrofit emission controls, rebuilt engines, engine repowerings, and accelerated purchase of new, cleaner vehicles. Unlike so many other vexing environmental issues, these affordable solutions present a highly unusual opportunity to actually address a major risk to public health and the environment. In fact, we could virtually eliminate this problem if diesel manufacturers, fleet owners, environmentalists, concerned citizens, and government regulators make the commitment to work together.
What are the health impacts of these dirty diesel vehicles? What benefits will we realize if we act now to clean them up? The Clean Air Task Force commissioned Abt Associates, an highly-respected consulting firm that U.S. EPA and other agencies rely upon to assess the benefits of national air quality policies, to quantify for the first time the health impacts of fine particle air pollution from America’s diesel fleet. Using this information, we were able to estimate the expected benefits – in lives saved – from an aggressive but feasible program to clean up dirty diesel buses, trucks, and heavy equipment across the U.S.
An Aggressive Program to Reduce Diesel Emissions Could
Save About 100,000 Lives between Now and the Year 2030
This report summarizes the findings of the Abt Associates study. It then reviews the degree to which diesel vehicles increase the level of fine particle pollution in the air we breathe, and recommends reduction measures that will save thousands of lives each year. Key findings include:
- Reducing diesel fine particle emissions 50 percent by 2010, 75 percent by 2015, and 85 percent by 2020 would save nearly 100,000 lives between now and 2030. These are additional lives saved above and beyond the projected impact of EPA’s new engine regulations.
- Fine particle pollution from diesels shortens the lives of nearly 21,000 people each year. This includes almost 3,000 early deaths from lung cancer.
- Tens of thousands of Americans suffer each year from asthma attacks (over 400,000), heart attacks (27,000), and respiratory problems associated with fine particles from diesel vehicles. These illnesses result in thousands of emergency room visits, hospitalizations, and lost work days. Together with the toll of premature deaths, the health damages from diesel fine particles will total $139 billion in 2010.
- Nationally, diesel exhaust poses a cancer risk that is 7.5 times higher than the combined total cancer risk from all other air toxics.
- In the U.S., the average lifetime nationwide cancer risk due to diesel exhaust is over 350 times greater than the level U.S. EPA considers to be “acceptable” (i.e., one cancer per million persons over 70 years).
- Residents from more than two-thirds of all U.S. counties face a cancer risk from diesel exhaust greater than 100 deaths per million population. People living in eleven urban counties face diesel cancer risks greater than 1,000 in a million — one thousand times the level EPA says is acceptable.
- People who live in metropolitan areas with a high concentration of diesel vehicles and traffic feel their impacts most acutely. The risk of lung cancer from diesel exhaust for people living in urban areas is three times that for those living in rural areas.
The vast majority of the deaths due to dirty diesels could be avoided by an aggressive program over the next 15 years to require cleanup of the nation’s existing diesel fleet. Practical, affordable solutions are available that can achieve substantial reductions in diesel risk. The only thing that stands between us and dramatically healthier air is the political will to require these reductions and the funding to make it a reality.
|National Annual Diesel Fine Particle
|Annual Cases in the U.S., 2010|
|Lung Cancer Deaths||3,000|
|Emergency Room Visits for Asthma||15,000|
|Non-fatal Heart Attacks||27,000|
|Work Loss Days||2,400,000|
|Restricted Activity Days||14,000,000|
What We Must Do to Protect Public Health from Today’s Dirty Diesels.
Although the EPA has mandated the phase-in of cleaner new engines and fuels beginning in 2007 for highway vehicles and heavy equipment, EPA has limited authority to mandate emissions controls on the fleet of existing diesel vehicles. To date, EPA has adopted a “voluntary” approach. Nevertheless, in order to meet the new ambient air quality standards for fine particles, states and cities must require controls to reduce diesel emissions. Diesel cleanup is also an important next step in areas that are having difficulty meeting existing and new ambient air quality standards for ozone such as Houston and Dallas, Texas.
States can enact legislation requiring diesel cleanup as some, such as California and Texas, have already begun to do. States should also consider measures to require early engine retirement and speed fleet turnover. For vehicles like long-haul trucks, ships, and locomotives that are engaged in interstate transport, federal regulations, federal legislation, or both may be needed. Funding for such initiatives may pose a challenge for public fleets (school buses, transit vehicles, garbage trucks, etc.), so support for expanded state and federal funding to help the cleanup of fleets owned by cash-strapped states and cities will be necessary. Local and state budget writers will need a strong commitment to come up with the necessary appropriations or bonds to fund the local share.
Particle filters combined with the use of Ultra Low Sulfur Diesel (ULSD) fuel have been found to reduce diesel particles and particle-bound toxics from diesel exhaust by up to 90 percent. Under the new engine rules, ULSD will be available for highway vehicles nationwide starting in 2006. It is already available in cities in 21 states. Not all vehicles can be retrofitted with a particle filter, but there are a variety of options available for the cleanup of every vehicle regardless of make or model year.
Cities and states should:
- Establish ambitious goals for reducing risk to their citizens by cleaning up existing diesels;
- Identify priority geographic areas and diesel “hotspots” for immediate attention;
- Adopt a package of options for reducing diesel exhaust including:
- Retrofits accomplished by replacing mufflers with an optimal mix of filters or oxidation catalysts depending on vehicle age and type;
- Requiring Ultra Low Sulfur Diesel and cleaner alternative fuels;
- Closed crankcase ventilation systems to eliminate engine exhaust from penetrating the cabin of vehicles such as school and transit buses;
- Engine rebuild and replacement requirements;
- Truck stop electrification programs to give long-haul truckers a way to power their rigs overnight without running their engines;
- Contract specifications requiring cleanup of trucks and construction equipment used in public works projects.
- Adopt diesel cleanup measures as federally-enforceable requirements in State Implementation Plans (SIPs) for the attainment of the fine particle and ozone air quality standards;
- Create and fund programs, such as California’s “Carl Moyer” and the Texas Emission Reduction Plan (TERP) program, which provide funding for diesel equipment owners to replace or rebuild high-polluting diesel engines;
- Adopt and enforce anti-idling ordinances and legislation.
The Federal government should:
- Pass legislation providing funding for the cleanup of municipal and state fleet vehicles;
- Explore regulatory options for reducing emissions from existing interstate fleets such as long-haul trucks, shipping, and locomotives;
- Retain and enforce the tighter new engine and cleaner fuel standards for highway and non-road diesels.