Heavy-Duty 2027 and Beyond:
Clean Trucks Final Rulemaking
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'his final action "Control of Air Pollution from New Motor Vehicles:
Heavy-Duty Engine and Vehicle Standards," adopts new, stronger
emissions standards that will reduce nitrogen oxide (NOx) emissions
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zero-emissions vehicle technologies. These actions are consistent with President Biden's Executive
Order (E.O.) 14037, Strengthening American Leadership in Clean Cars and Trucks.
By the end of March 2023, EPA intends to release the proposals for the remaining two steps in the
Clean Truck Plan. This includes the proposal for the heavy-duty greenhouse gas (GHG) standards
"Phase 3" rule for Model Years 2027 and later, and the multipollutant standards proposal for light-
and medium-duty vehicles for Model Years 2027 and later. EPA intends to also issue final decisions
in early 2023 regarding several California waiver requests for California's heavy-duty vehicle and
engine emission standards.
Air Quality and Health Impacts of Heavy-Duty Vehicles
Emissions from heavy-duty vehicles contribute to poor air quality and health across the country,
especially in overburdened and underserved communities. Without further reductions, heavy-duty
vehicles will continue to be one of the largest contributors to mobile source emissions of NOx,
which react in the atmosphere to form ozone and particulate matter (PM). Heavy-duty vehicles
would contribute 32 percent of the mobile source NOx emissions, and 90% of on-road NOx
emissions, in calendar year 2045. These pollutants are linked to respiratory and/or cardiovascular
problems and other adverse health impacts that lead to hospital admissions, emergency
department visits, and premature deaths.
Pollution from trucks also directly affect people who live near roads and other areas of high truck
activity like ports. Populations who live, work, or go to school near high-traffic roadways experience
higher rates of numerous adverse health effects. EPA has estimated that 72 million people live
within 200 meters of a truck freight route, and, relative to the rest of the population, people of
color and those with lower incomes are more likely to live near truck routes. NOx pollution from
heavy-duty vehicles also impairs visibility and causes damage to terrestrial and aquatic ecosystems.
Mobile Source NOx
o% 1%
¦ Onroad LD Gasoline
¦ Onroad LD Diesel
* Onroad HD Gasoline
¦ Onroad HD Diesel
¦ Nonroad Gasoline
¦ Nonroad Diesel
¦ Commercial Marine Vessels
¦ Locomotives
¦ Aircraft
Source: MOVES3 for onroad and nonroad and 2016 Emissions Modeling Platform for all other mobile sectors.
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Significant Benefits to Public Health and Welfare
This final rule will deliver significant and needed public health benefits through ambitious
standards that are feasible for the trucking industry, with appropriate consideration to cost and
other factors. In 2045, this final rule will reduce NOx emissions from the in-use fleet of heavy-duty
trucks by almost 50% and would result in widespread air quality improvements across the U.S.,
especially in areas already overburdened by air pollution and diesel emissions. Reducing these
emissions will provide cleaner air for communities across the country, prevent health issues like
asthma, and ultimately save money, lives, and trips to the hospital.
The final rule will result in a present value of the stream of health-related benefits for the years
2027 through 2045 of $200 billion, assuming a 3% discount rate. EPA estimates that in 2045, the
final standards will result in public health benefits by preventing the following annually:
• Between 860 and 2,900 fewer premature deaths
• 6,700 fewer hospital admissions and emergency department visits
• 18,000 fewer cases of asthma onset in children
• 3.1 million fewer cases of asthma symptoms and allergic rhinitis symptoms
• 78,000 fewer lost days of work
• 1.1 million fewer lost school days for children
The benefits of the final rule would exceed its costs by as much as $ 29 billion.
Reducing NOx Emissions from Heavy-duty Vehicles: Final Standards
We are finalizing a program that will begin in MY 2027, which is the earliest year that these new criteria
pollutant standards can begin to apply under CAA section 202(a)(3)(C).1 The final NOX standards
are a single-step program that reflect the greatest degree of emission reduction achievable starting
in MY2027, giving appropriate consideration to costs and other statutory factors. The final rule
establishes not only new, much more stringent NOX standards compared to today's standards, but also
requires lower NOX emissions over a much wider range of testing conditions both in the laboratory
and when engines are operating on the road. Further, the final standards include longer useful life
periods, as well as significant increases in the emissions-related warranty periods. The longer useful life
and emissions warranty periods are particularly important for ensuring continued emissions control
when the engines are operating on the road. These final standards will result in significant reductions
in emissions of NOX, PM2.5, and other air pollutants across the country, which we project will
meaningfully decrease ozone concentrations across the country. We expect the largest improvements
in both ozone and PM2.5 to occur in areas with the worst baseline air quality, and EPA conducted an
analysis that found larger numbers of people of color are projected to reside in these areas.
The final standards and requirements are based on further consideration of the data included in the
proposed rule, as well as additional supporting data from our own test programs, and consideration of
the extensive public input EPA received in response to the proposed rule. The EPA proposal included
two options for the NOX program. Proposed Option 1 was the more stringent option, and it included
new standards and other program elements starting in MY 2027, which were further strengthened
in MY 2031. Proposed Option 2 was the less stringent option, with new standards and requirements
implemented fully in MY 2027. The final numeric NOX standards and testing requirements are
1 CAA section 202(a)(3)(C) requires that standards under CAA section 202(a)(3)(A), such as the standards in this
final rule, apply no earlier than 4 years after promulgation, and apply for no less than 3 model years.
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largely consistent with the proposed Option 1 in MY 2027. The final numeric standards and
regulatory useful life values will reduce NOX emissions not only when trucks are new, but throughout
a longer period of their operational life under real-world conditions. For the smaller engine service-
class categories, we are finalizing the longest regulatory useful life and emissions warranty periods
proposed, and for the largest engines we are finalizing requirements for useful life and emissions
aftertreatment durability demonstration that are significantly longer than required today.
Addressing Emissions Throughout a Heavy-Duty Vehicle's
Operational Life
As part of our comprehensive approach, the final rule includes longer regulatory useful life and
emission-related warranty requirements to ensure the final emissions standards will be met through
more of the operational life of heavy-duty vehicles. The final rule also includes maintenance and
serviceability requirements that more clearly describe owner responsibilities for maintenance
and use and provide more information on how to diagnose and repair emission control systems.
We expect the new maintenance and serviceability requirements for manufacturers would help
operators keep in-use engines and emission control systems working properly to maintain their
certified emission levels in the real world.
Data also show that tampering and poor maintenance of the engine's emission control system
after the useful life period is projected to result in NOx emissions that would represent a
substantial part of the HD emissions inventory in 2045. To address this problem, as part of our
comprehensive approach, the final rule requires manufacturers to design their engines to prevent
operators from reprogramming the engine to bypass or disable emission controls (i.e., tamper). The
final rule also includes a balanced approach to engine derates related to the SCR emission control
system (i.e., SCR inducements). The final SCR inducement program requires engines to provide
more advance notice for operators that their SCR system is not working properly, which we believe
will encourage ongoing maintenance while limiting frustration due to unexpected engine derates.
The requirements for electronic controls and SCR inducements are expected to reduce the risk of
operators completely disabling emission control systems and further ensure that the new, emissions
standards continue to be met during in-use operations.
National Heavy-duty Vehicle NOx Emissions (Annual USTons)
for CalendarYears Between 2027 and 2045
^—Baseline —Final Standards
l^ooo.coo
800,000
600,000
¦'00,000
200,000
^ « CT-- O r--i T u': to ffi O •-< T "-"i
33888S8S8388833S333
Calendar Ye3r
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For More Information
You can access the final rule and related documents on the U.S. Environmental Protection Agency,
Office of Transportation and Air Quality webpage at:
https://www.epa.gov/ regulations-emissions-vehicles-and-engines/ final-rule-and-
related-materials-control-air-pollution
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