Recent Environmental Protection Agency hearings on the proposed Tier-4 Rule on reducing nonroad diesel engine emissions drew asthmatics gasping for cleaner air and engine manufacturers requesting compromise.

The EPA proposal entails stringent nonroad diesel engine controls and sulfur reductions in diesel fuel. The proposal follows a recent rule decreasing emissions from highway trucks and school buses. The goal is to reduce emissions of particulate matter and nitrogen oxides produced by nonroad diesel engines by 90%. Regulations for new engines would begin in 2008 and be fully phased by 2014. The rule would take effect in 2011 for most engines used by the aggregate industry (175 hp or greater).

The EPA will review comments from the public, industry and environmental groups before making a decision in April 2004. Written comments will be collected until Aug. 20. Recent hearings in New York, Chicago and Los Angeles gathered a broad farrago of information to consider.

Naturally, those most optimistic about the proposal are those producing new emissions technology.

Manufacturers of Emission Controls Association Senior Advisor Bruce Bertelsen says he supports the proposal. The technology is available and should be implemented. Bertelsen even recommends putting more stringent curbs on emissions for every engine including locomotive and marine engines.

Johnson Matthey Catalysts agrees that the demand can be met before 2008. “It is Johnson Matthey's firm belief that the challenges posed by the proposed nonroad emission and fuel standards are surmountable,” says Marketing Manager Marty Lassen. “Many of the technology advances and best practices that are being developed to comply with the 2007 on-road rule will be translatable to the nonroad.”

Caterpillar Engine Emissions Manager Bill Passie, says EPA's proposal would require alterations to more than 200 varieties of nonroad diesel engines produced by Caterpillar. The difficulty of this task would be much greater when compared with the few on-road diesel engines. Caterpillar also says the after-treatment technology is not a feasible fit for the high-cost, low-sales volume engines that Caterpillar produces and would prove impractical for end-users. Caterpillar recommends the time table be continued until 2012.

Caterpillar and the Association of Equipment Manufacturers recommend harmonizing the standards with western Europe and Japan. Currently those rules are less stringent than the one proposed by EPA.

“Establishing consistent regulations with Europe and Japan would minimize the cost of developing lower-emissions technology by providing universal technology solutions for customers who depend on machines for capital improvements on several continents,” says Caterpillar Group President Richard L. Thompson. “Most importantly, harmonization of emissions standards will achieve the air quality benefits that we all support.”

Association of Equipment Manufacturers Vice President of Technical and Safety Darrin Drollinger, says, “We support the aim of these EPA rules, but manufacturers need to build an affordable product that the customer will want to purchase.” Drollinger also says diesel fuel with 500-ppm sulfur content will stay on the market until 2014 and could damage the new engines if used. And like many manufacturers, Drollinger requested additional cost-benefit analysis.

While some manufacturers remain resistant, clean-air enthusiasts applaud the EPA, urging it to go even further. Many activists also questioned the validity of an “alternative” cost-benefit analysis buried in the fine print by the Bush administration.

Director of Breakthrough Technologies David Tuft says the analysis ignores 25 years of research linking soot levels to premature death and lowers the estimated value of everyone's life. It equates that a senior citizen's life is worth less than a healthy young adult, reducing the proposal's benefits to $16 billion from $81 billion. The lowered value for life was derived from five opinion surveys.

EPA says nonroad diesel engines account for more than 44% of diesel particulate matter nationally and 12% of nitrogen oxides. Particulate matter and nitrogen oxides produced by nonroad diesel engines would decrease 90% under Tier-4. These airborne chemicals have been directly linked to heart attacks, chronic bronchitis, asthma and premature death. People need to breathe, but at the same time the American structure is dependent on a thriving economy. Now, EPA must decide how much of one needs to be sacrificed for the other.

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