ENVIRONMENTAL NEWS EPA proposes a national low-emission vehicle program
E
PA issued a voluntary rule in May that puts the agency in the middle of an ongoing dispute between some Northeastern states and automakers about mandates requiring the sale of electric vehicles. The new rule would create a National Low Emission Vehicle program (NLEV) only if all states, except California, and automakers sign binding agreements. The agreements would require all automakers to modify engine systems with a variety of technologies in future model years at a cost of $76 per vehicle per year to reduce overall emissions by 70%. The agreements would not require automakers to sell electric
vehicles in the states. NLEV would put low-emission vehicles on the market in the Northeast in 1999 and nationwide in the 2001 model year, if binding agreements are reached by the end of this year. Automakers, however, who stand to achieve their goal of national uniformity in state vehicle emission programs if NLEV is adopted, say they want Massachusetts and New York to drop their current electric vehicle requirements. Both New York and Massachusetts require that 10% of cars and light trucks offered in those states starting in 2003 be electric vehicles. The two states say they have no intention of dropping their current
HAZARDOUS WASTE Ohio incinerator receives green light from EPA An extensive risk assessment of a hazardous waste incinerator in East Liverpool, Ohio, may change the way EPA makes these assessments. The agency can do an adequate assessment by focusing on certain combustion byproducts, such as dioxin, rather than on the hundreds of compounds emitted from the incinerator, said Gary Victorine, EPA Region 5 waste management engineer. After two trial burns in 1993 and 1994, EPA developed the risk assessment for the controversial Waste Technologies Industries (WTI) incinerator, located near homes, an elementary school, and drinking water supplies. The agency looked at more than 150 organic compounds released from the stack or other sources within the plant and created a lengthy assessment that ruled out most compounds as possible hazards to human health (ES&T, January 1996, p. 14A). "We're starting to see a trend that dioxins, furans, benzo[a]pyrene, and phthalates tend to drive the risk assessment," said Victorine, adding that 90-95% of calculated risks are associated with these compounds. Although compounds formed during combustion posed the greatest health hazard at the Swiss-owned plant, emissions of these compounds were some of the lowest in the United States, said Victorine, who attributed the low levels to the activated carbon control system used in the new plant. A final assessment released in May gave WTI the green light to operate as a full commercial facility. It can now accept wastes categorized as acutely hazardous under the Resource Conservation and Recovery Act. Community activists who oppose continued operation of the incinerator say it should not be allowed to operate as a full commercial facility because peer reviewers are still examining the accident analysis section of the risk assessment. "We consider the risk assessment to be complete," said Victorine. —VINCENT LECLAIR
3 1 0 A • VOL. 31, NO. 7, 1997/ENVIRONMENTAL SCIENCE & TECHNOLOGY/ NEWS
which are based on a range of emission reduction measures adopted in California in 1991 to tighten emission limits. The Clean Air Act allows California to set its own low-emission vehicle program to address smog problems. California's measures provide a mix of emission reduction strategies, including modifications to engine and exhaust systems and the sale of natural gas and electric vehicles. The automakers, who issued a statement May 5 strongly supporting the EPA proposal, have launched court challenges to the New York and Massachusetts electric vehicle requirements. The automakers argue that these two state programs violate the Clean Air Act by requiring electric vehicles, because California in 1996 dropped its electric vehicle requirement in favor of binding agreements with the seven largest automakers. The automakers agreed to build and market 3750 electric vehicles from 1998 through 2000 and to increase their offering of electric vehicles to 10% of all n p i i T n etc c o n pro r f"*£lT"Q Q t i d Ilorh't~»/ill 1 f"\7
trucks starting in 2003 American Automobile Manufacturers Association attorney Mark Slywynsky said the automakers would rather let the market determine when and where electric vehicles are sold outside of California. "It's a tremendous burden dealing just with California. Adding other states will create an administrative nightmare." But Massachusetts argued in its May 5 response to the challenge that electric vehicles are still required in California. "The agreement [made between California and the automakers in 1996] sets a standard that is enforceable," said Massachusetts Assistant Attorriey General William Pardee. "Therefore, under federal law there is no difference between the agreement and a mandate." Massachusetts said that the automakers used 3X1 a.d~ vertising blitz to pressure Califor-
0013-936X/97/0931-310A$14.00/0 © 1997 American Chemical Society
