Climate 411

Coming Soon – Cleaner Trucks, Less Pollution, and Fuel Cost Savings

By Jason Mathers / Published: August 10, 2016

Traffic Light TrucksNew and improved Clean Truck standards are coming soon.

The U.S. Environmental Protection Agency (EPA) and the Department of Transportation (DOT) are expected to imminently finalize new greenhouse gas and fuel efficiency standards for medium-and heavy-duty trucks and buses. The standards will apply to the freight trucks that transport the products we buy every day, as well as to buses and school buses, tractor-trailers, heavy-duty pickup trucks and vans, and garbage trucks. (They are separate from standards for cars and passenger trucks.)

EDF, together with a broad coalition of stakeholders, has consistently called for a protective cost-effective program that will curb climate pollution and reduce our nation’s oil consumption while also driving innovative technologies that will stimulate economic growth and create high-quality domestic jobs.

Heavy-duty trucks consume almost 120 million gallons of fuel every day and emit more than 400 million metric tons of climate pollution annually. (These estimates do not include upstream emissions.) Freight movement is also one of the most briskly growing sources of greenhouse gas emissions and fuel consumption in the United States.

The upcoming second phase of Clean Truck standards will build on the first ever heavy-duty fuel economy and GHG program, which was finalized in 2011 with broad support from truck manufacturers, national security and veterans groups, labor, consumer, and health groups, and clean air advocates (including EDF). The success of the first phase Clean Truck program is already being demonstrated by the demand for more efficient trucks and the wide variety of efficiency technologies already available for consumers to choose from.

The second-phase Clean Truck standards will apply to vehicles manufactured years from now, beginning in model year 2021 and spanning later years.The nearly final standards are an important step forward in delivering climate, health and energy benefits.

EPA estimates the standards, as proposed, would:

  • Reduce carbon pollution by one billion tons and cut fuel use by 1.8 billion barrels of oil over the lifetime of the vehicles subject to the standards
  • Save vehicle owners $170 billion in fuel costs over the lifetime of the vehicles
  • Save the average American household $150 a year by 2030
  • Reduce harmful criteria and air toxic emissions by hundreds of thousands of tons annually

Increased Efficiency Provides Savings across the Entire Supply Chain

The average semi truck today burns 20,000 gallons of diesel a year – the same volume of fuel used by 50 new passenger cars. Fuel has been the largest single cost for trucking fleets, accounting for 39 percent of the cost of ownership in 2013. According to a study by EDF and CERES, robust fuel efficiency standards for trucks could lower total per-mile cost of ownership by 22 cents-a-mile by 2040.

Companies across the Supply Chain Support Strong Final Standards

Given the combination of environmental and economic benefits that strong final standards will provide, many leading companies have already shown support. PepsiCo and Walmart – two of the largest trucking fleets in the U.S. – support strong standards. General Mills, Campbell’s Soup, IKEA and many other companies that rely on trucking also support strong standards. Innovative manufacturers, equipment manufacturers, and freight shippers have also called for strong standards.

Consumers Demand More Efficient Trucks

Some of the savings from the Clean Trucks standards will be passed on to consumers. The Consumer Federation of America found that rigorous fuel economy and greenhouse gas standards could save American households $250 annually in the near term and $400 annually by 2035 on goods and services (even more than what EPA estimated). According to a survey by the Consumer Federation of America, a large majority of Americans – 74 percent – favor requiring truck manufacturers to increase the fuel economy of large trucks to reduce their fuel costs, as much of that savings is passed on to consumers.

Cost-Effective Technologies are Proven and Available

There are many technology solutions on the shelf and in production today that can be cost-effectively scaled to make trucks significantly more efficient and cleaner. Truckers and fleets across the nation have already begun adopting many of these fuel saving technologies and strategies.

Here are some examples:

Rigorous fuel efficiency and greenhouse gas standards for heavy-duty trucks and buses will make the American freight industry cleaner and create American jobs while saving American fleets and consumers money.

Also posted in Cars and Pollution, Clean Air Act, Economics, Jobs, Partners for Change, Policy / Comments are closed

Clean Trucks Turn Five and Bring Far-Reaching Economic and Environmental Benefits

By Jason Mathers / Published: August 9, 2016
One of Walmart's aerodynamic trucks

One of Walmart’s aerodynamic trucks

Five years ago today, President Obama announced final fuel efficiency and greenhouse gas standards for heavy duty trucks. These new Clean Truck standards are helping to keep Americans safe from climate change and from unhealthy air pollution, reduce our country’s reliance on imported oil, and save money for both truckers and consumers.

On the fifth anniversary of their release, it is unequivocally clear that this program has been an enormous success for manufacturers, truck fleets, freight shippers, and the American people. It is also clear that more is needed and that more is possible.

The first generation Clean Truck standards were created with the broad support of the trucking industry and many other key stakeholders. Among the diverse groups that supported them were the American Trucking Associations, Engine Manufacturers Association and the Truck Manufacturers Association, the United Auto Workers — and of course EDF. With the benefit of five years of hindsight, it’s clear that this support was well deserved.

The Clean Truck standards went into effect in 2014, which was a banner year for new truck sales. These new standards drove a wave of innovation for fuel efficiency. Cummins brought forward an engine that was seven percent more efficient. Volvo improved its engine by three percent compared to just the previous year’s model. Numerous component manufacturers brought forth new fuel saving solutions.

We are now seeing this same pattern repeat itself as manufacturers announce their 2017 product lines. Volvo just introduced an engine capable of improving fuel efficiency by 6.5 percent over its 2013 model in part because of its use of waste-heat recovery. Cummins base 2017 engine is three percent more efficient than its 2016 engine and it offers a model that is 10 more efficient than one made just five years ago.

The progress we made toward fuel efficiency in 2014 and 2017 is the result of a Clean Trucks program that strikes an important balance between protective, long-term standards and the ability of manufacturers to bring new solutions to market. As Martin Daum, president and CEO of Daimler Trucks North America has noted, these standards “are very good examples of regulations that work well.”

The new trucks built under the 2014-to-2018 program are delivering tens of billions of dollars in savings for truck owners. Individual consumers are benefiting too, as passed-through truck fuel use expenditures cost Americans more than $1100 per household annually.

The U.S. Environmental Protection Agency (EPA) and Department of Transportation (DOT) are now building on this record of success with a new round of standards. These second-round standards were proposed last summer and are expected to be finalized soon. The proposed second-round standards were a good first step, but significant opportunities remain to strengthen and improve on the proposal. Chief among these is the need for a more robust engine standard.

The 2014-to-2017 program, which has been incredibly successful, required a nine percent engine efficiency improvement over the course of four years. In comparison, the proposed 2021-to-2029 program would require only a four percent improvement over the course of nearly a decade. Failing to strengthen these standards would be an enormous lost opportunity. Leading engine experts have found that fuel savings of fifteen percent beyond the 2017 standards are technically feasible and cost effective over the course of the 2021-to-2029 program.

The U.S. Energy Information Administration released a recent analysis of the emissions impacts of the 2021-to-2029 standards as proposed. It found that the standards would cut direct emissions by 100 million tons in 2040 compared to a business-as-usual scenario. Even with these impressive reductions, freight trucks are projected to directly emit nearly 400 million tons of climate pollution in 2040. This doesn’t have to be so.

We are seeing significant investments in potential solutions and technologies that can dramatically reduce future truck emissions.

High-profile examples of this innovation include:

  • Tesla’s intention of bringing forward an electric semi-truck, noting that a prototype truck will be unveiled in 2017
  • Walmart’s introduction of its W.A.V.E. truck
  • The U.S. Department of Energy’s SuperTruck team road-testing trucks capable of getting 10.7 and 12.2 miles per gallon

By building on the foundation of the 2014-to-2017 standards with truly strong 2021-to-2029 standards, EPA and DOT will provided needed wind in the sails to get breakthrough innovations like these to market. The benefits have been, and will be, far reaching — in fuel cost savings for trucker and shippers alike, job creation, pollution reductions, and the technological innovation that is the foundation of a strong, vibrant economy.

Also posted in Cars and Pollution, Clean Air Act, Economics, Partners for Change, Policy / Read 1 Response

3 Keys for the American Petroleum Institute’s New Climate Task Force

By EDF Blogs / Published: July 21, 2016

AdobeStock_56840116By Ben Ratner, Director, EDF’s Corporate Partnerships Program

The climate change discussion is percolating even in surprising places. The latest sign: the American Petroleum Institute’s recent formation of an internal task force on climate change. Reportedly the new task force’s mandate is to revisit API’s approach to this crucial issue, going into an election year and with ever greater scrutiny on fossil fuels.

It is too soon to know whether the task force will rubber stamp a business-as-usual approach defined by glossing over climate concerns and attacking policy measures, or chart a new path instead.

But if the task force is serious about a fresh look at the issue, here are three keys for the task force to consider as it ponders the future of API on climate.

Face the Facts

The oil and gas industry must be responsive to growing pressures from its investors, corporate customers, and Americans affected by oil and gas operations – from local pollution to climate change.

The historic global climate agreement reached in Paris, supported by nearly 200 countries including powerhouses like the United States and China, was also supported by a wide cross-section of American businesses – including PG&E, which as a natural gas distribution company and power generator is a user of API members’ products and a face to climate-conscious consumers.

Last April, over 400 investors representing more than $24 trillion in assets under management urged stronger leadership and more ambitious policies to lessen risk to investment and retirement savings of millions of Americans. Since then, the 2016 investor shareholder resolution season yielded a record breaking number of resolutions – 94 – addressing climate change, many levied as challenges to large oil companies.

And American public concern on global warming is reaching an eight year high, with nearly two-thirds of adults saying they worry about global warming a “great deal” or “a fair amount”, according to Gallup.

Facing all the facts, not cherry-picking them, can ground the task force’s work in today’s dynamic environment and enable an effective response in a changing world.

Solve Methane

While understanding and concern on the methane challenge has snowballed, API’s response has severely lagged.

But it doesn’t have to.

The methane emissions from the U.S. oil and natural gas industry account for the climate damage over a 20-year timeframe equivalent to roughly 240 coal fired power plants. And yet, when the Environmental Protection Agency issued rules earlier this year requiring operators to implement basic safeguards to detect and prevent emissions, API’s public response was to decry new environmental rules as “unreasonable and burdensome”.

Months prior, API’s combative regulatory filing questioned the authority of EPA even to regulate methane emissions, resisted twice-a-year inspections for accidental leaks and urged inspection exemptions that ignore insights on leak unpredictability.

The next round of methane rules is around the corner, and better late than never for API to embrace the United States’ goal of a 45% reduction in methane emissions from the oil and gas sector and to support effective national methane rules grounded in science and economics. Supporting a level playing field to address the invisible but undeniable methane problem would increase investor confidence and keep more product in the pipelines working for the economy, not against the climate. And it just might help build public trust in an industry that according to Edelman lags only the pharmaceutical and financial services industries in that category.

Truth be told, new regulations and compliance are not cost-free, but neither are exploration and drilling. Investing in effective rules will provide climate and environmental safeguards – a needed advancement responsive to legitimate pressure that is only rising.

Support Carbon Pricing

Implementing a market based approach to reducing greenhouse gas emissions is widely thought to be the ultimate key to achieving U.S. climate goals including cutting emissions 80% by 2050. Geographies from northeastern states and California to South Africa and the EU have implemented various forms of carbon pricing. A number of mostly European API members have publicly supported pricing carbon, for example BP recognizing “that carbon pricing by governments is the most comprehensive and economically efficient policy to limit greenhouse gas emissions.”

And yet, some prominent API members have to date withheld support for carbon pricing, or provided lukewarm quasi-endorsements but not lobbying muscle.

The oil and gas industry has survived through evolving, and it’s time to evolve on carbon pricing. An economically rational policy can provide the investment clarity companies want, while delivering the greenhouse gas reductions that societies, supply chains, and ecosystems need.

API is a large organization with diverse views represented, and the climate task force’s job won’t be easy. But the time for change couldn’t be better.

This post first appeared on the EDF + Business Blog

Also posted in Economics, Energy, Jobs / Read 1 Response

EPA Updates Standards to Reduce Methane Pollution from Landfills

By Peter Zalzal / Published: July 15, 2016

Landfill Gas Extraction — photo by the Wisconsin Department of Natural Resources

(This post was co-written by EDF’s Tomás Carbonell)

This morning the Environmental Protection Agency (EPA) finalized long-overdue revisions to national emission standards and emission guidelines for new and existing municipal solid waste landfills.

These standards will reduce harmful air pollution from landfills, which are our nation’s third largest source of climate-destabilizing methane pollution and also discharge other deleterious pollutants.

In 2025, EPA estimates that the final standards and emission guidelines will reduce methane emissions by an estimated 334,000 metric tons and non-methane organic compounds by more than 2,000 metric tons, primarily by expanding the application of landfill gas capture technology.

Today’s announcement updates standards and guidelines for existing sources that have not been substantially changed since they were first issued in 1996. Over the last two decades, technology and practices have evolved to enable better and more efficient control of landfill emissions — both from new and existing sources. For instance, leading landfill operators and industry experts have identified and implemented a number of best practices for achieving further reductions in landfill emissions, including: installing gas collection systems early in the life cycle of the landfill; using proper landfill covers and rigorously monitoring the integrity of those covers; using landfill gas as an energy source to replace fossil fuels; and developing alternatives to landfilling, including recycling and composting of organic waste.

Despite these advances, some have argued that EPA is not authorized to update emission guidelines for existing sources and instead must maintain requirements that are now more than 20 years out of date. EPA’s authority to review and revise emission guidelines for existing landfills, however, is firmly grounded in the text and purpose of the Clean Air Act and consistent with bedrock principles of administrative law.

Section 111 of the Clean Air Act, which authorizes these standards and guidelines for landfills, requires standards for new and existing sources alike to reflect the “best system of emission reduction,” taking into account cost and other factors.

Courts have consistently held that this provision of the Clean Air Act is manifestly forward-looking, enabling EPA to:

look toward what may fairly be projected for the regulated future, rather than the state of the art at present (National Asphalt Pavement Association v. Train, F.2d 775, 785, D.C. Circuit 1976 — quoting Portland Cement Association v. Ruckelshaus, 286 F.2d 375, 391, D.C. Cir. 1973)

If EPA is to fulfill this statutory obligation, it must have the ability to ensure that guidelines for existing sources are updated over time – just as the agency does for new sources — to reflect the latest advances and improvements in systems of emission reduction.

More broadly, EPA’s authority to update guidelines for existing sources flows inexorably from the fabric of the Clean Air Act, which recognizes the importance of EPA assessing new information about air pollution threats, incentivizing development of new technologies, and enabling their swift application.

In amending the Clean Air Act in 1977 Congress explicitly noted the importance of providing for continuous development and updating of standards:

Throughout this bill there is a philosophy of encouragement of technology development. It is an encouragement to induce, to stimulate, and to augment the innovative character of industry in reaching for more effective, less-costly systems to control air pollution. (S. Rep. No. 95-127 at *18, 1977)

Indeed, EPA periodically revisits the nation’s health-based standards for various pollutants in light of new scientific information and has revised standards for sources ranging from cars to power plants as new technologies have enabled more efficient and protective approaches. This process of regular review and improvement is consistent with firmly established principles of administrative law, which have long held that agencies have authority to revisit and update their regulations over time.

As the Supreme Court held in a landmark case:

Regulatory agencies do not establish rules of conduct to last forever; they are supposed … to adapt their rules and practices to the Nation’s needs in a volatile, changing economy. They are neither required nor supposed to regulate the present and the future within the inflexible limits of yesterday. (American Trucking Associations, Inc., et al v. Atchison, Topeka & Santa Fe RR Co., et al., 387 U.S. 397; 87 S. Ct. 1608, 1967)

Although EPA’s final landfills standards secure important benefits for climate and public health, there remain significant opportunities to achieve cost-effective emission reductions from municipal solid waste landfills. EPA’s decision to revise its landfill standards, however, is firmly consistent with the Clean Air Act’s long history grounded in innovation and cost effective pollution reductions. It can help to ensure these requirements remain vibrant over time and spur development of these and other new technologies to reduce landfill pollution.

Also posted in Clean Air Act, News, Policy / Read 2 Responses

Clean Trucks: Much Needed and Ready to Deliver

By Jason Mathers / Published: June 28, 2016

There was some good news from the U.S. Energy Information Agency recently. It found that the Clean Trucks program, which is expected to be jointly finalized this summer by the Environmental Protection Agency (EPA) and the Department of Transportation (DOT), will deliver huge carbon emission reductions.

"Kenworth truck" by Lisa M. Macias, U.S. Air Force via Wikipedia

The Clean Trucks program is designed to improve fuel efficiency and reduce greenhouse gas pollution from the freight trucks that transport the products we buy every day, as well as buses, heavy-duty pickup trucks and vans, and garbage trucks. The program’s first performance standards went into effect in 2014. The EPA and DOT are currently developing a second phase of performance standards. Strong standards can help keep Americans safe from climate change and from unhealthy air pollution, reduce our country’s reliance on imported oil, and save money for both truckers and consumers.

Without the Clean Trucks program, big trucks are on pace to increase emissions more than nearly any other end-use source of emissions between 2014 and 2040.

The proposed program charts a new course. The overall impact is 1.5 billion metric tons avoided (including upstream) through 2040.

The final program, which is currently being reviewed by the Office of Management and Budget, is expected to be announced this summer. EDF and a broad collation of clean air advocates, consumer groups, equipment manufacturers, trucking fleets, and freight shippers have called for the EPA and DOT to finalize strong standards.

Traffic Light TrucksIt is well documented that fuel saving solutions for heavy trucks exist today and can be cost-effectively deployed over the coming decade. Moreover, making trucks more fuel efficient will reduce lifecycle costs for truckers, freight shippers and consumers. We understand that stringent long-term fuel efficiency and greenhouse gas standards are necessary to overcome a range of barriers that prevent cost-effective solutions from reaching scale.

We are hopeful that the overall emissions savings from the Clean Trucks program will be even greater than expected benefits modeled in EIA’s analysis. EDF and others have called on the agencies to reduce new truck fuel consumption by 40 percent by model year 2025 beyond 2010 levels. This would increase annual emission reductions by an additional 40 million tons annually in 2035.

Others see the potential for greater efficiency levels, too:

The proposed Clean Truck program is a critical milestone on the journey to the truly transformative emission reductions we need from the freight sector. As we noted in 2013, trucks were on the path to account for 80 percent of the growth of freight emissions by 2040. The Clean Trucks program is set to offset this growth and start us on the long-term path towards substantial emission reductions.

This is indeed an achievement worthy of celebrating.

Also posted in Cars and Pollution, Policy / Read 1 Response

Climate Change and Millennials – An Entire Lifetime of Warmer Than Average Temperatures

By Ilissa Ocko / Published: January 21, 2016

While reading the announcement that 2015 had broken – indeed, shattered – the hottest year on record set by 2014, there was one fact that really made things personal: we have now had 31 straight years since a single month was cooler than the twentieth century global average temperature. That means that I have never lived through a month that wasn’t warmer than average – never once in my lifetime.

My entire career as a climate scientist is focused on reducing the threat of global warming, and yet I have never even been alive at a time when the climate was stable. I technically don’t even know what normal is.

Warmest Years on Record graphic

So on one hand, you could say that I don’t even know what I am fighting for. On the other hand, I’ve been afforded two unique opportunities because I’ve lived in the shadow of global warming my entire life.

First, because I’ve grown up at a time when heat records are broken over and over again, I was aware of this worldwide crisis during those impressionable and important “pick a major” years of college. I was thus able to set myself on a career path shaped by climate change from the get-go, rather than later on in life once I was already an established professional in something else.

Second, because my elder colleagues have already identified – with extreme confidence – that humans are the main cause of climate change, I’ve been able to focus on solutions from the get-go, and not just causes and impacts. I have thus benefitted from previous scientific research because I could explore avenues to address climate change, because if humans are the cause, then we are also the solution.

And it’s not just me; there is now an entire generation of young people motivated and empowered to do something about climate change. We – almost the entire millennial generation – have never lived in a world without global warming.

Perhaps for similar reasons to mine (and/or because we think we’re special), my generation has shown a propensity for not just caring about climate change, but doing something about it. Whether on their campuses of their schools or the communities where they live, my generation is showing that they want solutions. In fact, eighty-percent of millennials support cleaner energy in the U.S., regardless of party affiliation.

For this reason among others, I am more hopeful about our future than ever before. Climate change has been impacting my generation our whole lives, but it doesn’t have to stay that way. We didn’t ask for this challenge, but I truly believe we’ll be able to rise up to meet it.

Also posted in Basic Science of Global Warming, Extreme Weather, News, Science / Read 1 Response