California State Motor Vehicle Pollution Control Standards; Urban Buses; Request for Waiver of Preemption; Notice of Decision, 44112-44117 [2013-17700]
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Federal Register / Vol. 78, No. 141 / Tuesday, July 23, 2013 / Notices
completion of all necessary reviews, and
the subsequent need to complete all
federal authorizations within 90 days of
the date of issuance of the Commission
staff’s FEIS or EA.
Any person may, within 60 days after
the issuance of the instant notice by the
Commission, file pursuant to Rule 214
of the Commission’s Procedural Rules
(18 CFR 385.214) a motion to intervene
or notice of intervention. Any person
filing to intervene or the Commission’s
staff may, pursuant to section 157.205 of
the Commission’s regulations under the
NGA (18 CFR 157.205) file a protest to
the request. If no protest is filed within
the time allowed therefore, the proposed
activity shall be deemed to be
authorized effective the day after the
time allowed for protest. If a protest is
filed and not withdrawn within 30 days
after the time allowed for filing a
protest, the instant request shall be
treated as an application for
authorization pursuant to section 7 of
the NGA.
The Commission strongly encourages
electronic filings of comments, protests,
and interventions via the internet in lieu
of paper. See 18 CFR 385.2001(a)(1)(iii)
and the instructions on the
Commission’s Web site (www.ferc.gov)
under the ‘‘e-Filing’’ link. Persons
unable to file electronically should
submit an original and five (5) copies of
the protest or intervention to the Federal
Energy Regulatory Commission, 888
First Street NE., Washington, DC 20426.
Dated: July 16, 2013.
Kimberly D. Bose,
Secretary.
[FR Doc. 2013–17583 Filed 7–22–13; 8:45 am]
BILLING CODE 6717–01–P
ENVIRONMENTAL PROTECTION
AGENCY
[FRL–9836–7]
California State Motor Vehicle
Pollution Control Standards; Urban
Buses; Request for Waiver of
Preemption; Notice of Decision
Environmental Protection
Agency (EPA).
ACTION: Notice of Decision.
AGENCY:
EPA is granting the California
Air Resources Board (CARB) its request
for a waiver of preemption for emission
standards and related test procedures
contained in its urban bus regulations as
they affect the 2002 and later model
years. Urban buses are conventionally
powered by a heavy-duty diesel engine
that falls within the heavy-duty vehicle
classification of greater than 33,000
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SUMMARY:
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pounds gross vehicle weight, and are
intended primarily for intra-city
operation, i.e., within the confines of a
city or greater metropolitan area.
DATES: Petitions for review must be filed
by September 23, 2013.
ADDRESSES: EPA has established a
docket for this action under Docket ID
EPA–HQ–OAR–2012–0745. All
documents relied upon in making this
decision, including those submitted to
EPA by CARB, are contained in the
public docket. Publicly available docket
materials are available either
electronically through
www.regulations.gov or in hard copy at
the Air and Radiation Docket in the EPA
Headquarters Library, EPA West
Building, Room 3334, located at 1301
Constitution Avenue NW., Washington,
DC. The Public Reading Room is open
to the public on all federal government
working days from 8:30 a.m. to 4:30
p.m.; generally, it is open Monday
through Friday, excluding holidays. The
telephone number for the Reading Room
is (202) 566–1744. The Air and
Radiation Docket and Information
Center’s Web site is https://www.epa.gov/
oar/docket.html. The electronic mail
(email) address for the Air and
Radiation Docket is: a-and-rDocket@epa.gov, the telephone number
is (202) 566–1742, and the fax number
is (202) 566–9744. An electronic version
of the public docket is available through
the federal government’s electronic
public docket and comment system.
You may access EPA dockets at https://
www.regulations.gov. After opening the
www.regulations.gov Web site, enter
EPA–HQ–OAR–2012–0745 in the ‘‘Enter
Keyword or ID’’ fill-in box to view
documents in the record. Although a
part of the official docket, the public
docket does not include Confidential
Business Information (CBI) or other
information whose disclosure is
restricted by statute.
EPA’s Office of Transportation and
Air Quality (OTAQ) maintains a Web
page that contains general information
on its review of California waiver
requests. Included on that page are links
to prior waiver Federal Register notices,
some of which are cited in today’s
notice; the page can be accessed at
https://www.epa.gov/otaq/cafr.htm.
FOR FURTHER INFORMATION CONTACT:
Brenton M. Williams, Attorney-Advisor,
Compliance Division, Office of
Transportation and Air Quality, U.S.
Environmental Protection Agency, 2000
Traverwood Drive, Ann Arbor, MI
48105. Telephone: (734) 214–4341. Fax:
(734) 214–4053. Email:
williams.brent@epa.gov.
SUPPLEMENTARY INFORMATION:
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I. Background
A. Chronology
By letter dated November 16, 2009,
CARB submitted to EPA its request for
a waiver of preemption pursuant to
section 209(b) of the Clean Air Act
(CAA or the Act), for its urban bus
regulations.1 California’s urban bus
regulations principally set requirements
for California’s public transit agencies
that operate urban buses and other
transit vehicles; additionally, the
rulemakings set emission standards for
new urban bus engines. CARB formally
adopted these urban bus regulations
during five separate rulemakings that
took place between 2000 and 2005: a
2000 rulemaking, a 2002 rulemaking, a
2004 rulemaking, a February 2005
rulemaking, and an October 2005
rulemaking. Collectively, the five
rulemakings elevated the stringency of
exhaust emission standards and test
procedures for heavy-duty urban bus
engines and vehicles. The 2000
rulemaking included more stringent
particulate matter (‘‘PM’’) emission
standards for diesel-fueled urban bus
engines through the 2006 model year;
more stringent mandatory and optional
nitrogen oxides (‘‘NOX’’) and nonmethane hydrocarbon (‘‘NMHC’’)
standards for diesel-fueled urban bus
engines through the 2003 model year;
more stringent optional combined
NMHC+ NOX and PM standards for
alternatively-fueled urban bus engines
through the 2006 model year; more
stringent primary emission standards for
diesel-fueled urban buses through the
2006 model year; tightening of exhaust
emission standards for 2007 and later
model year heavy-duty urban diesel
engines; and adoption of urban bus test
procedures and label specifications. The
2000 rulemaking was formally adopted
by CARB on November 22, 2000 and
May 29, 2001,2 and became operative
under California law on January 23,
2001 and May 29, 2001, respectively.3
The 2002 rulemaking allowed for an
optional NMHC+ NOX standard for
2004–2006 model year diesel-fueled
urban bus engines when used in
exempted transit fleets with
commitments to demonstrate advanced
NOX after-treatment technology, and
1 CARB, ‘‘Request for Waiver Action Pursuant to
Clean Air Act Section 209(b) for California’s Urban
Bus Emission Standards,’’ EPA–HQ–OAR–2012–
0745–0004, (November 16, 2009).
2 CARB, ‘‘Resolution 00–2,’’ February 24, 2000;
CARB, ‘‘Executive Order G–00–060,’’ (November
22, 2000); CARB, ‘‘Executive Order G–01–010,’’
(May 29, 2001).
3 CARB, ‘‘Secretary of State Face Sheet and Final
Regulation Order,’’ effective January 23, 2001;
CARB, ‘‘Secretary of State Face Sheet and Final
Regulation Order,’’ effective May 29, 2001.
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established a certification procedure for
hybrid electric buses. The 2002
rulemaking was formally adopted by
CARB on September 2, 2003,4 and
became operative under California law
on November 15, 2003.5 The 2004
rulemaking added optional exhaust
emission standards for diesel-fueled
hybrid-electric urban bus engines for
authorized transit agencies with NOX
mitigation plans for the 2004–2006
model years. The 2004 rulemaking was
formally adopted by CARB on June 24,
2004,6 and became operative under
California law on January 31, 2004.7 The
February 2005 rulemaking clarified the
optional standards for hybrid-electric
buses that were allowed in the 2004
rulemaking. The February 2005
rulemaking was formally adopted by
CARB on February 24, 2005,8 and
became operative under California law
on January 31, 2006.9 The October 2005
rulemaking amended the urban bus
standards to align with California’s
existing exhaust emission standards for
heavy-duty diesel engines. The October
2005 rulemaking was formally adopted
by CARB on July 28, 2006,10 and
became operative under California law
on October 7, 2006.11 The revisions to
emission standards and test procedures
resulting from these five sets of
amendments were codified at title 13,
California Code of Regulations, section
1952.2 et seq., which was later
renumbered to section 2023 et seq.12
CARB seeks a waiver of preemption
pursuant to section 209(b) of the Clean
Air Act for the emission standards and
related test procedures contained in its
urban bus regulations, as amended
through 2000 and 2005.
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B. CARB’s Urban Bus Rulemakings
There are two basic components to
the rulemakings from 2000 to 2005 for
urban buses: (1) More stringent emission
standards for new urban bus engines
applicable to urban bus engine
manufacturers, along with amendments
to the test procedures for determining
4 CARB, ‘‘Resolution 02–30,’’ (October 24, 2002);
CARB, ‘‘Executive Order G–03–023,’’ (September 2,
2003).
5 CARB, ‘‘Secretary of State Face Sheet and Final
Regulation Order,’’ effective November 15, 2003.
6 CARB, ‘‘Resolution 04–19,’’ (June 24, 2004).
7 CARB, ‘‘Secretary of State Face Sheet and Final
Regulation Order,’’ effective January 31, 2004.
8 CARB, ‘‘Resolution 05–15,’’ (February 24, 2005).
9 CARB, ‘‘Secretary of State Face Sheet and Final
Regulation Order,’’ effective January 31, 2006.
10 CARB, ‘‘Resolution 05–47,’’ (September 15,
2005); CARB, ‘‘Resolution 05–53,’’ (October 20,
2005); CARB Resolution 05–61,’’ (October 27, 2005);
CARB, ‘‘Executive Order R–05–007,’’ (July 28,
2006).
11 CARB, ‘‘Secretary of State Face Sheet and Final
Regulation Order,’’ effective October 7, 2006.
12 See supra notes 5, 7, 9, 11, and 13.
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compliance with the standards; and (2)
transit agency fleet rules 13 applicable to
public transit agencies that own or lease
urban buses and other transit vehicles to
provide transportation services to the
public directly or through contracted
services. This section discusses the
emission standards and amendments to
test procedures for which CARB
requests a new waiver of preemption.14
1. 2000 Rulemaking
The 2000 amendments to the urban
bus emission standards made them
increasingly more stringent in multiple
stages depending on fuel type. First,
CARB established a more stringent PM
emission standard of 0.01 grams per
brake horsepower-hour (‘‘g/bhp-hr’’) for
2002 and later model year (MY) dieselfuel, dual-fuel, and bi-fuel urban bus
engines produced on or after October 1,
2002, representing an 80-percent
reduction from the preexisting PM
standard of 0.05 g/bhp-hr.15 Second, for
the 2004 through 2006 MY, the
amendments increased the stringency of
NOX, NMHC, carbon monoxide (‘‘CO’’),
and formaldehyde standards for all
urban bus engines and provided
optional standards as well. For urban
bus engines other than diesel-fuel, dualfuel, and bi-fuel engines, the emissions
standards for 2004 through 2006 were
set at 2.4 g/bhp-hr for NOX+NMHC, 15.5
g/bhp-hr for CO, and 0.05 g/bhp-hr for
PM (0.07g/bhp-hr PM in-use).16 For
diesel-fueled, dual-fuel, and bi-fuel
urban bus engines in the 2004–2006
model years, the standards were set at
0.5 g/bhp-hr NOX, representing a 75percent reduction in the preexisting
NOX standard; 0.01 g/bhp-hr PM
(maintaining the October 2002
standards), 0.05 g/bhp-hr NMHC, 5.0 g/
bhp-hr CO, and 0.01 g/bhp-hr
13 CARB’s transit agency fleet rules are not
covered by CARB’s waiver request and will not be
subject to waiver analysis. CARB represents that the
fleet rules are not preempted under CAA section
209(a) because CARB’s directions to transit agencies
to purchase and lease specified buses and vehicles
with given engine technologies or with given
emission limits by specified dates fall with the
market participant doctrine, as articulated by the
9th Circuit Court of Appeals. Tocher v. City of
Santa Ana et al. (9th Cir. 2000) 219 F.3d 1040,
1050. CARB, ‘‘Clean Air Act § 209(b) Waiver
Support Document Submitted by the California Air
Resources Board,’’ EPA–HQ–OAR–2012–0745–
0004, (November 2009), at page 1.
14 CARB, ‘‘Clean Air Act § 209(b) Waiver Support
Document Submitted by the California Air
Resources Board,’’ EPA–HQ–OAR–2012–0745–
0004, (November 2009), at page 4.
15 CARB, ‘‘Overview of the 2000, 2002, 2004, and
2005 Transit Agency and Urban Bus Rulemakings,’’
EPA–HQ–OAR–2012–0745–0007, (November 2009),
at page 1.
16 These standards were set for urban buses in a
1998 CARB rulemaking for heavy heavy-duty diesel
engines, which established standards for the 2004
and later MY. Id. at 2.
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formaldehyde. Third, beginning with
the 2007 MY, all urban bus engines
(regardless of fuel type) had to meet
more stringent emission standards for
NOX at 0.2 g/bhp-hr, NMHC at 0.05 g/
bhp-hr, CO at 5.0 g/bhp-hr, and
formaldehyde at 0.01 g/bhp-hr.17
The 2000 urban bus rulemaking also
amended the ‘‘California Exhaust
Emission Standards and Test
Procedures for 1985 and Subsequent
Model Heavy-Duty Diesel Engines and
Vehicles’’ to be consistent with the
urban bus standards described above.
Additionally, the smog index label
specifications and the incorporated
Label Specifications were amended to
be consistent with the requirements of
the urban bus standards.18
2. 2002 Rulemaking
In the 2002 urban bus amendments,
CARB allowed manufacturers of MY
2004–2006 diesel-fuel, dual-fuel, and bifuel urban bus engines to sell engines
that did not meet the 2000 adopted
standards (0.5 g/bhp-hr NOX,
representing a 75-percent reduction in
the preexisting NOX standard; 0.01 g/
bhp-hr PM (maintaining the October
2002 standards), 0.05 g/bhp-hr NMHC,
5.0 g/bhp-hr CO, and 0.01 g/bhp-hr
formaldehyde,) to an exempted public
transit agency as long as the engine was
certified either to the standards that
continued as the primary standards for
MY 2004–2006 alternative fuel bus
engines (2.4/2.5 g/bhp-hr NOX+NMHC),
or to the optional October 2002–2003
standards for diesel-fuel engines of
NOX+NMHC standards between 1.8 and
0.3 g/bhp-hr, in 0.3 g/bhp-hr
increments.19
Additionally, CARB adopted a new
interim certification procedure that
could be used to determine the
compliance of 2004 and later model
year hybrid electric buses (HEB) with
the urban bus standards. The purpose of
providing this new procedure was to
facilitate quantification of the emission
benefits of the hybrid-electric drive
system in various HEB platforms.20
3. 2004 Rulemaking
The 2004 urban bus amendments
relaxed the NOX exhaust emission
standard for model years 2004–2006
from 0.5 g/bhp-hr to 1.8 g/bhp-hr for
diesel fuel hybrid-electric buses sold to
a public transit agency that has been
authorized by the Executive Officer of
17 Id.
at 2.
‘‘Clean Air Act § 209(b) Waiver Support
Document Submitted by the California Air
Resources Board,’’ EPA–HQ–OAR–2012–0745–
0004, (November 2009), at page 9.
19 Id. at 8.
20 Id. at 9.
18 CARB,
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CARB to acquire such buses, as long as
the transit agency demonstrates it will
undertake measures to mitigate the
excess NOX emissions.21
4. February 2005 Rulemaking
The February 2005 amendments
corrected the 2004–2006 MY emission
standards for diesel hybrid-electric
engines used in urban buses. When the
standards were amended in the 2004
rulemaking, CARB inadvertently
omitted the then-existing standards for
NMHC and CO. The February 2005
amendments reinserted the engine
exhaust emission standards of 0.5 g/
bhp-hr for NMHC and 15.5 g/bhp-hr for
CO, and removed the formaldehyde
standard.22
5. October 2005 Rulemaking
The October 2005 amendments
aligned the urban bus exhaust emission
standards with California’s existing
exhaust emission standards for heavyduty diesel-cycle engines, for which a
federal waiver of preemption had
already been granted.23 The alignment
allows the urban bus manufacturers to
use averaging, banking, and trading
(ABT) and other provisions in
California’s heavy-duty engine testing
and certification procedures. The
alignment also allowed for the following
standards to be phased in through MY
2010: 0.02 g/bhp-hr NOX, 0.14 g/bhp-hr
NMHC, 0.01 g/bhp-hr PM, 15.5 g/bhp-hr
CO, and 0.05 g/bhp-hr formaldehyde.
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C. EPA’s Review of California’s Urban
Bus Waiver Request
EPA announced its receipt of
California’s request for a waiver of
preemption pursuant to section 209(b)
of the Act for the emission standards
and related test procedures contained in
its urban bus regulations, as amended
through 2000 and 2005 in a Federal
Register notice on January 4, 2013.24 In
that notice, EPA offered an opportunity
for public hearing and comment on
CARB’s request.
EPA invited comment, with respect to
California’s emission standards and
related test procedures contained in its
urban bus regulations, on whether: (a)
California’s determination that its motor
vehicle emission standards are, in the
aggregate, at least as protective of public
health and welfare as applicable federal
standards is arbitrary and capricious, (b)
California needs such standards to meet
21 CARB, ‘‘Overview of the 2000, 2002, 2004, and
2005 Transit Agency and Urban Bus Rulemakings,’’
EPA–HQ–OAR–2012–0745–0007, (November 2009),
at page 3.
22 Id. at 4.
24 70 FR 50322 (August 26, 2005).
24 78 FR 719 (January 4, 2013).
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compelling and extraordinary
conditions, and (c) California’s
standards and accompanying
enforcement procedures are consistent
with section 202(a) of the Act.
No party requested an opportunity for
a hearing to present oral testimony, and
EPA did not receive any written
comments.
D. Clean Air Act New Motor Vehicle
Waivers of Preemption
Section 209(a) of the Act preempts
states and local governments from
setting emission standards for new
motor vehicles and engines; it provides:
No State or any political subdivision
thereof shall adopt or attempt to enforce any
standard relating to the control of emissions
from new motor vehicles or new motor
vehicle engines subject to this part. No state
shall require certification, inspection or any
other approval relating to the control of
emissions from any new motor vehicle or
new motor vehicle engine as condition
precedent to the initial retail sale, titling (if
any), or registration of such motor vehicle,
motor vehicle engine, or equipment.
Through operation of section 209(b) of
the Act, California is able to seek and
receive a waiver of section 209(a)’s
preemption. If certain criteria are met,
section 209(b)(1) of the Act requires the
Administrator, after notice and
opportunity for public hearing, to waive
application of the prohibitions of
section 209(a). Section 209(b)(1) only
allows a waiver to be granted for any
state that had adopted standards (other
than crankcase emission standards) for
the control of emissions from new motor
vehicles or new motor vehicle engines
prior to March 30, 1966, if the state
determines that its standards will be, in
the aggregate, at least as protective of
public health and welfare as applicable
federal standards (i.e., if such state
makes a ‘‘protectiveness
determination’’). Because California was
the only state to have adopted standards
prior to 1966, it is the only state that is
qualified to seek and receive a waiver.25
The Administrator must grant a waiver
unless she finds that: (A) California’s
above-noted ‘‘protectiveness
determination’’ is arbitrary and
capricious; 26 (B) California does not
need such State standards to meet
compelling and extraordinary
conditions;27 or (C) California’s
standards and accompanying
enforcement procedures are not
consistent with section 202(a) of the
Act.28 EPA has previously stated that
consistency with section 202(a) requires
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25 See
S. Rep. No. 90–403 at 632 (1967).
§ 209(b)(1)(A).
27 CAA § 209(b)(1)(B).
28 CAA § 209(b)(1)(C).
26 CAA
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that California’s standards must be
technologically feasible within the lead
time provided, giving due consideration
to costs, and that California and
applicable federal test procedures be
consistent.29
The second sentence of section 209(a)
of the Act prevents states from
requiring, ‘‘certification, inspection or
any other approval relating to the
control of emissions from any new
motor vehicle or new motor vehicle
engine as condition precedent to the
initial retail sale, titling (if any), or
registration of such motor vehicle,
motor vehicle engine, or equipment.’’
However, once EPA has granted
California a waiver of section 209(a)’s
preemption for emission standards and/
or accompanying enforcement
procedures, California may then require
other such conditions precedent.30 EPA
can confirm that a California
requirement is a condition precedent to
sale, titling, or registration, if: (1) The
requirements do not constitute new or
different standards or accompanying
enforcement procedures, and (2) the
requirements do not affect the basis for
the previous waiver decision.
In contrast to section 209(a)’s
preemption of state adoption of
standards controlling emissions from
new motor vehicles and motor vehicle
engines, section 209(d) of the Act
explicitly preserves states’ ability to
regulate vehicles and engines in use.
Section 209(d) provides that despite
section 209(a)’s preemption, ‘‘Nothing
in this part shall preclude or deny to
any State or political subdivision
thereof the right otherwise to control,
regulate, or restrict the use, operation, or
movement of registered or licensed
motor vehicles.’’ 31
E. Deference to California
In previous waiver decisions, EPA has
recognized that the intent of Congress in
creating a limited review based on the
section 209(b)(1) criteria was to ensure
that the federal government did not
second-guess state policy choices. This
has led EPA to state:
29 See, e.g., 74 FR 32767 (July 8, 2009); see also
Motor and Equipment Manufacturers Association v.
EPA (MEMA I), 627 F.2d 1095, 1126 (D.C. Cir.
1979).
30 ‘‘Once California receives a waiver for
standards for a certain class of motor vehicles, it
need only meet the waiver criteria of section 209(b)
for regulations pertaining to those vehicles when it
adopts new or different standards or accompanying
enforcement procedures. Otherwise, California may
adopt any other condition precedent to the initial
retail sale, titling, or registration of those vehicles
without the necessity of receiving a further waiver
of Federal preemption.’’ 43 FR 36680 (August 18,
1978).
31 See also Engine Mfrs. Ass’n v. EPA, 88 F.3d
1075, 1094 (D.C. Cir. 1996).
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It is worth noting . . . I would feel
constrained to approve a California approach
to the problem which I might also feel unable
to adopt at the federal level in my own
capacity as a regulator. The whole approach
of the Clean Air Act is to force the
development of new types of emission
control technology where that is needed by
compelling the industry to ‘‘catch up’’ to
some degree with newly promulgated
standards. Such an approach . . . may be
attended with costs, in the shaped of reduced
product offering, or price or fuel economy
penalties, and by risks that a wider number
of vehicle classes may not be able to
complete their development work in time.
Since a balancing of these risks and costs
against the potential benefits from reduced
emissions is a central policy decision for any
regulatory agency under the statutory scheme
outlined above, I believe I am required to
give very substantial deference to California’s
judgments on this score.32
EPA has stated that the text, structure,
and history of the California waiver
provision clearly indicate both a
congressional intent and appropriate
EPA practice of leaving the decision on
‘‘ambiguous and controversial matters of
public policy’’ to California’s
judgment.33
This interpretation is supported by
the House Committee Report discussion
of the 1977 amendments to the Clean
Air Act. Congress had the opportunity
to restrict the waiver provision, but
elected instead to expand California’s
flexibility to adopt a complete program
of motor vehicle emission controls. The
amendment is intended to ratify and
strengthen the California waiver
provision and to affirm the underlying
intent of that provision, i.e., to afford
California the broadest possible
discretion in selecting the best means to
protect the health of its citizens and the
public welfare.34
F. Burden of Proof
In Motor and Equip. Mfrs Assoc. v.
EPA, 627 F.2d 1095 (DC Cir. 1979)
(MEMA I), the U.S. Court of Appeals for
the D.C. Circuit stated that the
Administrator’s role in a section 209
proceeding is to:
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consider all evidence that passes the
threshold test of materiality and . . .
thereafter assess such material evidence
against a standard of proof to determine
whether the parties favoring a denial of the
waiver have shown that the factual
circumstances exist in which Congress
intended a denial of the waiver.35
32 40 FR 23103–23104 (May 28, 1975); see also
LEV I Decision Document at 64 (58 FR 4166
(January 13, 1993)).
33 40 FR 23104 and 58 FR 4166.
34 MEMA I, 627 F.2d at 1110 (citing H.R. Rep. No.
294, 95 Cong., 1st Sess. 301–02 (1977).
35 MEMA I, 627 F.2d at 1122.
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The court in MEMA I considered the
standards of proof under section 209 for
the two findings related to granting a
waiver for an ‘‘accompanying
enforcement procedure’’ (as opposed to
the standards themselves): (1)
Protectiveness in the aggregate and (2)
consistency with section 202(a)
findings. The court instructed that ‘‘the
standard of proof must take account of
the nature of the risk of error involved
in any given decision, and it therefore
varies with the finding involved. We
need not decide how this standard
operates in every waiver decision.’’ 36
The court upheld the Administrator’s
position that, to deny a waiver, there
must be ‘clear and compelling evidence’
to show that proposed procedures
undermine the protectiveness of
California’s standards.37 The court
noted that this standard of proof also
accords with the congressional intent to
provide California with the broadest
possible discretion in setting regulations
it finds protective of the public health
and welfare.38
With respect to the consistency
finding, the court did not articulate a
standard of proof applicable to all
proceedings, but found that the
opponents of the waiver were unable to
meet their burden of proof even if the
standard were a mere preponderance of
the evidence. Although MEMA I did not
explicitly consider the standards of
proof under section 209 concerning a
waiver request for ‘‘standards,’’ as
compared to accompanying enforcement
procedures, there is nothing in the
opinion to suggest that the court’s
analysis would not apply with equal
force to such determinations. EPA’s past
waiver decisions have consistently
made clear that: ‘‘even in the two areas
concededly reserved for Federal
judgment by this legislation—the
existence of ‘compelling and
extraordinary’ conditions and whether
the standards are technologically
feasible—Congress intended that the
standards of EPA review of the State
decision to be a narrow one.’’ 39
Opponents of the waiver bear the
burden of showing that the criteria for
a denial of California’s waiver request
have been met. As found in MEMA I,
this obligation rests firmly with
opponents of the waiver in a section 209
proceeding:
[t]he language of the statute and it’s
legislative history indicate that California’s
regulations, and California’s determinations
that they must comply with the statute, when
PO 00000
36 Id.
37 Id.
38 Id.
39 See,
e.g., 40 FR 21102–103 (May 28, 1975).
Frm 00024
Fmt 4703
Sfmt 4703
44115
presented to the Administrator are presumed
to satisfy the waiver requirements and that
the burden of proving otherwise is on
whoever attacks them. California must
present its regulations and findings at the
hearing and thereafter the parties opposing
the waiver request bear the burden of
persuading the Administrator that the waiver
request should be denied.40
The Administrator’s burden, on the
other hand, is to make a reasonable
evaluation of the information in the
record in coming to the waiver decision.
As the court in MEMA I stated: ‘‘here,
too, if the Administrator ignores
evidence demonstrating that the waiver
should not be granted, or if he seeks to
overcome that evidence with
unsupported assumptions of his own,
he runs the risk of having his waiver
decision set aside as ‘arbitrary and
capricious.’ ’’ 41 Therefore, the
Administrator’s burden is to act
‘‘reasonably.’’ 42
II. Discussion
California’s urban bus regulations
elevated the stringency of exhaust
emission standards and test procedures
for heavy-duty urban bus engines and
vehicles. It is CARB’s contention that
the new emission standards and test
procedures for new urban buses and
engines meet the criteria for a new
waiver of preemption. The
Administrator must grant a waiver
unless the Administrator finds that: (a)
California’s ‘‘protectiveness
determination’’ is arbitrary and
capricious; 43 (b) California does not
need such state standards to meet
compelling and extraordinary
conditions; 44 or (c) California’s
standards and accompanying
enforcement procedures are not
consistent with section 202(a) of the
Act.45 As noted above, consistency with
section 202(a) requires that California’s
standards must be technologically
feasible within the lead time provided,
giving due consideration to costs, and
that California and applicable federal
test procedures be consistent.46
A. California’s Protectiveness
Determination
Section 209(b)(1)(A) of the Clean Air
Act requires EPA to deny a waiver if the
Administrator finds that California was
arbitrary and capricious in its
40 MEMA
I, 627 F.2d at 1121.
at 1126.
42 Id. at 1126.
43 CAA § 209(b)(1)(A).
44 CAA § 209(b)(1)(B).
45 CAA section 209(b)(1)(C).
46 See, e.g., 74 FR 32767 (July 8, 2009); see also
Motor and Equipment Manufacturers Association v.
EPA (MEMA I), 627 F.2d 1095, 1126 (D.C. Cir.
1979).
41 Id.
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determination that its State standards
will be, in the aggregate, at least as
protective of public health and welfare
as applicable federal standards. When
evaluating California’s protectiveness
determination, EPA generally compares
the stringency of the California and
federal standards at issue in a given
waiver request.
CARB approved more stringent
emission standards for new urban
transit buses and engines and the
corresponding test procedures by
Resolution 00–2 (February 24, 2000),
Resolution 02–30 (October 24, 2002),
Resolution 04–19 (June 24, 2004),
Resolution 05–15 (February 24, 2005),
and Resolutions 05–53 and 05–61
(October 20 and 27, 2005,
respectively).47 In the respective
Resolutions, CARB determined that the
amendments ‘‘would not cause
California’s emission standards, in the
aggregate, to be less protective of public
health and welfare than the applicable
federal standards.’’ 48 The amended
California standards align with, or are
more stringent than, the applicable
federal urban bus standards for NOX,
NMHC, PM, and CO for each of the
respective model years covered by the
amendments.49
There were no comments that
expressed an opinion, nor has there
been any evidence presented, suggesting
that CARB was arbitrary and capricious
in making its above-noted
protectiveness findings. Based on the
record, EPA cannot find that California
was arbitrary and capricious in its
findings that California’s new urban bus
emission standards, in the aggregate, at
least as protective of public health and
welfare as applicable federal standards.
B. California’s Need for State Standards
To Meet Compelling and Extraordinary
Conditions
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Under section 209(b)(1)(B) of the Act,
EPA cannot grant a waiver if California
‘‘does not need such State standards to
meet compelling and extraordinary
conditions.’’ To evaluate this criterion,
EPA considers whether California needs
its separate emission standards and test
procedures to meet compelling and
extraordinary conditions.
Over the past forty years, CARB has
repeatedly demonstrated the need for its
motor vehicle emissions program to
address compelling and extraordinary
47 See EPA–HQ–OAR–2012–0745 for copies of
Resolutions.
48 CARB, ‘‘Clean Air Act § 209(b) Waiver Support
Document Submitted by the California Air
Resources Board,’’ EPA–HQ–OAR–2012–0745–
0004, (November 2009), at page 13.
49 See Id. at 5; and see Id. at 13.
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conditions in California.50 In the
aforementioned Resolutions, CARB
affirmed its longstanding position that
California continues to need its own
emission standards and test procedures
to meet its serious air pollution
problems. Likewise, EPA has
consistently recognized that California
continues to have the same
‘‘geographical and climatic conditions
that, when combined with the large
numbers and high concentrations of
automobiles, create serious pollution
problems.’’ 51 Furthermore, there were
no comments presenting any argument
or evidence to suggest that California no
longer needs separate emission
standards and test procedures to address
compelling and extraordinary
conditions in California. Therefore, EPA
has determined that we cannot deny
California a waiver for its new urban
bus standards under section
209(b)(1)(B).
C. Consistency With Section 202(a) of
the Clean Air Act
Under section 209(b)(1)(C) of the Act,
EPA must deny a California waiver
request if the Agency finds that
California standards and accompanying
enforcement procedures are not
consistent with section 202(a) of the
Act. The scope of EPA’s review under
this criterion is narrow. EPA has stated
on many occasions that the
determination is limited to whether
those opposed to the waiver have met
their burden of establishing that
California’s standards are inconsistent
with section 202(a). Previous waivers of
federal preemption have stated that
California’s standards are not consistent
with section 202(a) if there is
inadequate lead time to permit the
development of technology necessary to
meet those requirements, giving
appropriate consideration to the cost of
compliance within that time.
California’s accompanying enforcement
procedures would be inconsistent with
section 202(a) if the federal and
California test procedures conflict, i.e.,
if manufacturers would be unable to
meet both the California and federal test
requirements with the same test vehicle.
e.g., Approval and Promulgation of State
Implementation Plans; California—South Coast, 64
FR 1770, 1771 (January 12, 1999). See also 69 FR
23858, 23881–90 (April 30, 2004) (designating 15
areas in California as nonattainment for the federal
8-hour ozone national ambient air quality standard).
51 49 FR 18887, 18890 (May 3, 1984); see also 76
FR 34693 (June 14, 2011), 74 FR 32744, 32763 (July
8, 2009), and 73 FR 52042 (September 8, 2008).
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50 See,
Frm 00025
Fmt 4703
Sfmt 4703
1. Lead Time Is Adequate for
Manufacturer Compliance
CARB asserts that given the
submission date of the waiver request
(November 16, 2009), the technological
feasibility of the amendments cannot be
disputed given the fact that
manufacturers have been able to certify
engines in the lead time provided.52
EPA received no comments indicating
that CARB’s urban bus amendments
present lead-time or technology issues
with respect to consistency under
section 202(a) and the agency knows of
no other evidence to that effect. Thus,
EPA is unable to find that California’s
urban bus standards are not
technologically feasible within the
available lead-time, giving appropriate
consideration to the cost of compliance.
2. Consistency of Test Procedures
With regard to the consistency of the
California test procedures with the
applicable federal test procedures,
CARB has adopted certification
requirements in the 2000 rulemaking
that are nearly identical to those
adopted and affirmed by the EPA.53
Although the 2002 adopted Interim
Certification Procedure for HEB is a new
accompanying test procedure, it is
optional, and the general test
procedures and requirements necessary
for certifying a diesel or gasoline heavyduty engine for sale in California may
continue to be used by manufacturers
for certification of urban bus engines.54
CARB asserts it is not aware of any
instance in which a manufacturer is
precluded from conducting a single set
of tests on an urban bus engine to
determine compliance with both the
California and federal emission
standards.55
EPA received no comments
expressing any disagreement with these
statements from CARB, and no
comments presenting any evidence
opposing CARB’s assertions regarding
consistency with federal test
procedures. EPA is unable to find that
California’s urban bus test procedures
impose requirements inconsistent with
federal test procedures.
For the reasons set forth above,
California’s urban bus standards and
accompanying enforcement procedures
52 See CARB, ‘‘Clean Air Act § 209(b) Waiver
Support Document Submitted by the California Air
Resources Board,’’ EPA–HQ–OAR–2012–0745–
0004, (November 2009), at pages 15–19.
53 65 FR 59896 (October 6, 2000).
54 CARB, ‘‘Clean Air Act § 209(b) Waiver Support
Document Submitted by the California Air
Resources Board,’’ EPA–HQ–OAR–2012–0745–
0004, (November 2009), at page 20.
55 Id.
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are not inconsistent with section 202(a)
of the Act.
D. Other Issues
The 2000 rulemaking required the
addition of information to the emission
control label for urban bus engines to
help identify the engines certified to the
optional emission standards.56 CARB
asserts that because the labels do not
pertain to a manufacturer’s ability to
certify and produce engines that comply
with the applicable emission standards,
the emission control label specifications
are not standards or accompanying
enforcement procedures.57 The
specifications are, however, subject to
federal preemption under CAA section
209(a) because the specifications are a
condition precedent to the initial retail
sale of the new engines in California.58
EPA has stated that ‘‘once California has
received a waiver of federal preemption
for its standards and enforcement
procedures for a class of vehicles, it may
adopt other conditions precedent to
initial retail sale, titling or registration
of the subject class of vehicles without
the necessity of receiving a further
waiver of federal preemption.’’ 59 In the
instant case, CARB states that it has
received previous waivers for urban bus
engines.60 Therefore, CARB need not
demonstrate that the labeling
specifications independently meet the
waiver criteria. EPA agrees with this
assessment and the labeling
specifications may be enforced in
California without further action by the
Administrator.61
E. Full Waiver of Preemption
Determination for California’s Urban
Bus Standards
After a review of the information
submitted by CARB, and given there
were no parties opposing California’s
request, EPA finds that California’s
urban bus standards should receive a
full waiver of preemption.
III. Decision
The Administrator has delegated the
authority to grant California section
209(b) waivers of preemption and
section 209(e) authorizations to the
Assistant Administrator for Air and
56 Id.
57 Id.
ehiers on DSK2VPTVN1PROD with NOTICES
58 See,
e.g., 49 FR 18887 (May 5, 1984), 47 FR
1015 (January 8, 1982), and 46 FR 36237 (July 14,
1981).
59 46 FR 36742 (July 15, 1981), 45 FR 54131
(August 14, 1980), and 43 FR 36579 (August 18,
1978).
60 See, e.g., 68 FR 75500 (December 31, 2003).
61 CARB, ‘‘Clean Air Act § 209(b) Waiver Support
Document Submitted by the California Air
Resources Board,’’ EPA–HQ–OAR–2012–0745–
0004, (November 2009), at page 21.
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15:40 Jul 22, 2013
Jkt 229001
Radiation. After evaluating CARB’s
urban bus emission standards and test
procedures and CARB’s submissions,
EPA is taking the following action. EPA
is granting a waiver of preemption to
California for its urban bus emission
standards and test procedures as they
affect the 2002 and later model years.
My decision will affect not only
persons in California, but also
manufacturers outside the State who
must comply with California’s
requirements in order to produce
vehicles for sale in California. For this
reason, I determine and find that this is
a final action of national applicability
for purposes of section 307(b)(1) of the
Act. Pursuant to section 307(b)(1) of the
Act, judicial review of this final action
may be sought only in the United States
Court of Appeals for the District of
Columbia Circuit. Petitions for review
must be filed by September 23, 2013.
Judicial review of this final action may
not be obtained in subsequent
enforcement proceedings, pursuant to
section 307(b)(2) of the Act.
IV. Statutory and Executive Order
Reviews
As with past authorization and waiver
decisions, this action is not a rule as
defined by Executive Order 12866.
Therefore, it is exempt from review by
the Office of Management and Budget as
required for rules and regulations by
Executive Order 12866.
In addition, this action is not a rule
as defined in the Regulatory Flexibility
Act, 5 U.S.C. 601(2). Therefore, EPA has
not prepared a supporting regulatory
flexibility analysis addressing the
impact of this action on small business
entities.
Further, the Congressional Review
Act, 5 U.S.C. 801, et seq., as added by
the Small Business Regulatory
Enforcement Fairness Act of 1996, does
not apply because this action is not a
rule for purposes of 5 U.S.C. 804(3).
Dated: July 15, 2013.
Gina McCarthy,
Assistant Administrator, Office of Air and
Radiation.
[FR Doc. 2013–17700 Filed 7–22–13; 8:45 am]
BILLING CODE P
ENVIRONMENTAL PROTECTION
AGENCY
[FRL–9836–4; Docket ID No. EPA–HQ–ORD–
2006–0756]
Notice of a Public Comment Period on
the Draft IRIS Carcinogenicity
Assessment for Ethylene Oxide
Environmental Protection
Agency (EPA).
AGENCY:
PO 00000
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Fmt 4703
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ACTION:
44117
Notice of public comment
period.
EPA is announcing a 45-day
public comment period on the draft IRIS
assessment titled, ‘‘Evaluation of the
Inhalation Carcinogenicity of Ethylene
Oxide’’ (EPA/635/R–13/128a) and on
the draft peer review charge questions.
The draft assessment and draft peer
review charge questions were prepared
by the National Center for
Environmental Assessment (NCEA)
within the EPA Office of Research and
Development (ORD). The 45-day public
comment period on the draft Evaluation
of the Inhalation Carcinogenicity of
Ethylene Oxide and on the draft peer
review charge questions begins on the
day EPA posts the draft assessment and
the draft peer review charge questions
on the IRIS Web site and ends 45 days
later. EPA anticipates posting the draft
assessment and draft charge questions
on or around July 23, 2013. Shortly after
the draft carcinogenicity assessment is
posted on the IRIS Web site, EPA will
initiate a peer review of the draft
assessment, which EPA anticipates will
be undertaken by the Science Advisory
Board. EPA is releasing this draft
carcinogenicity assessment for the
purpose of public comment. This draft
assessment is not final, as described in
EPA’s information quality guidelines,
and it does not represent and should not
be construed to represent Agency policy
or views.
DATES: The 45-day public comment
period on the draft Evaluation of the
Inhalation Carcinogenicity of Ethylene
Oxide and on the draft peer review
charge questions begins on the day EPA
posts the draft assessment and the draft
peer review charge questions on the
IRIS Web site and ends 45 days later.
The draft assessment and peer review
charge questions will be posted to the
IRIS Web site at https://www.epa.gov/
IRIS. Comments should be in writing
and received by EPA within 45 days
after posting the draft carcinogenicity
assessment and the draft peer review
charge questions on the IRIS Web site.
EPA anticipates posting the draft
assessment and draft charge questions
on or around July 23, 2013.
ADDRESSES: The draft IRIS
carcinogenicity assessment titled,
‘‘Evaluation of the Inhalation
Carcinogenicity of Ethylene Oxide’’ is
available primarily via the Internet on
the IRIS Web site at https://www.epa.gov/
IRIS. A limited number of paper copies
are available from the Information
Management Team (Address:
Information Management Team,
National Center for Environmental
SUMMARY:
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]]>Agencies
[Federal Register Volume 78, Number 141 (Tuesday, July 23, 2013)]
[Notices]
[Pages 44112-44117]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-17700]
=======================================================================
-----------------------------------------------------------------------
ENVIRONMENTAL PROTECTION AGENCY
[FRL-9836-7]
California State Motor Vehicle Pollution Control Standards; Urban
Buses; Request for Waiver of Preemption; Notice of Decision
AGENCY: Environmental Protection Agency (EPA).
ACTION: Notice of Decision.
-----------------------------------------------------------------------
SUMMARY: EPA is granting the California Air Resources Board (CARB) its
request for a waiver of preemption for emission standards and related
test procedures contained in its urban bus regulations as they affect
the 2002 and later model years. Urban buses are conventionally powered
by a heavy-duty diesel engine that falls within the heavy-duty vehicle
classification of greater than 33,000 pounds gross vehicle weight, and
are intended primarily for intra-city operation, i.e., within the
confines of a city or greater metropolitan area.
DATES: Petitions for review must be filed by September 23, 2013.
ADDRESSES: EPA has established a docket for this action under Docket ID
EPA-HQ-OAR-2012-0745. All documents relied upon in making this
decision, including those submitted to EPA by CARB, are contained in
the public docket. Publicly available docket materials are available
either electronically through www.regulations.gov or in hard copy at
the Air and Radiation Docket in the EPA Headquarters Library, EPA West
Building, Room 3334, located at 1301 Constitution Avenue NW.,
Washington, DC. The Public Reading Room is open to the public on all
federal government working days from 8:30 a.m. to 4:30 p.m.; generally,
it is open Monday through Friday, excluding holidays. The telephone
number for the Reading Room is (202) 566-1744. The Air and Radiation
Docket and Information Center's Web site is https://www.epa.gov/oar/docket.html. The electronic mail (email) address for the Air and
Radiation Docket is: a-and-r-Docket@epa.gov, the telephone number is
(202) 566-1742, and the fax number is (202) 566-9744. An electronic
version of the public docket is available through the federal
government's electronic public docket and comment system. You may
access EPA dockets at https://www.regulations.gov. After opening the
www.regulations.gov Web site, enter EPA-HQ-OAR-2012-0745 in the ``Enter
Keyword or ID'' fill-in box to view documents in the record. Although a
part of the official docket, the public docket does not include
Confidential Business Information (CBI) or other information whose
disclosure is restricted by statute.
EPA's Office of Transportation and Air Quality (OTAQ) maintains a
Web page that contains general information on its review of California
waiver requests. Included on that page are links to prior waiver
Federal Register notices, some of which are cited in today's notice;
the page can be accessed at https://www.epa.gov/otaq/cafr.htm.
FOR FURTHER INFORMATION CONTACT: Brenton M. Williams, Attorney-Advisor,
Compliance Division, Office of Transportation and Air Quality, U.S.
Environmental Protection Agency, 2000 Traverwood Drive, Ann Arbor, MI
48105. Telephone: (734) 214-4341. Fax: (734) 214-4053. Email:
williams.brent@epa.gov.
SUPPLEMENTARY INFORMATION:
I. Background
A. Chronology
By letter dated November 16, 2009, CARB submitted to EPA its
request for a waiver of preemption pursuant to section 209(b) of the
Clean Air Act (CAA or the Act), for its urban bus regulations.\1\
California's urban bus regulations principally set requirements for
California's public transit agencies that operate urban buses and other
transit vehicles; additionally, the rulemakings set emission standards
for new urban bus engines. CARB formally adopted these urban bus
regulations during five separate rulemakings that took place between
2000 and 2005: a 2000 rulemaking, a 2002 rulemaking, a 2004 rulemaking,
a February 2005 rulemaking, and an October 2005 rulemaking.
Collectively, the five rulemakings elevated the stringency of exhaust
emission standards and test procedures for heavy-duty urban bus engines
and vehicles. The 2000 rulemaking included more stringent particulate
matter (``PM'') emission standards for diesel-fueled urban bus engines
through the 2006 model year; more stringent mandatory and optional
nitrogen oxides (``NOX'') and non-methane hydrocarbon
(``NMHC'') standards for diesel-fueled urban bus engines through the
2003 model year; more stringent optional combined NMHC+ NOX
and PM standards for alternatively-fueled urban bus engines through the
2006 model year; more stringent primary emission standards for diesel-
fueled urban buses through the 2006 model year; tightening of exhaust
emission standards for 2007 and later model year heavy-duty urban
diesel engines; and adoption of urban bus test procedures and label
specifications. The 2000 rulemaking was formally adopted by CARB on
November 22, 2000 and May 29, 2001,\2\ and became operative under
California law on January 23, 2001 and May 29, 2001, respectively.\3\
The 2002 rulemaking allowed for an optional NMHC+ NOX
standard for 2004-2006 model year diesel-fueled urban bus engines when
used in exempted transit fleets with commitments to demonstrate
advanced NOX after-treatment technology, and
[[Page 44113]]
established a certification procedure for hybrid electric buses. The
2002 rulemaking was formally adopted by CARB on September 2, 2003,\4\
and became operative under California law on November 15, 2003.\5\ The
2004 rulemaking added optional exhaust emission standards for diesel-
fueled hybrid-electric urban bus engines for authorized transit
agencies with NOX mitigation plans for the 2004-2006 model
years. The 2004 rulemaking was formally adopted by CARB on June 24,
2004,\6\ and became operative under California law on January 31,
2004.\7\ The February 2005 rulemaking clarified the optional standards
for hybrid-electric buses that were allowed in the 2004 rulemaking. The
February 2005 rulemaking was formally adopted by CARB on February 24,
2005,\8\ and became operative under California law on January 31,
2006.\9\ The October 2005 rulemaking amended the urban bus standards to
align with California's existing exhaust emission standards for heavy-
duty diesel engines. The October 2005 rulemaking was formally adopted
by CARB on July 28, 2006,\10\ and became operative under California law
on October 7, 2006.\11\ The revisions to emission standards and test
procedures resulting from these five sets of amendments were codified
at title 13, California Code of Regulations, section 1952.2 et seq.,
which was later renumbered to section 2023 et seq.\12\
---------------------------------------------------------------------------
\1\ CARB, ``Request for Waiver Action Pursuant to Clean Air Act
Section 209(b) for California's Urban Bus Emission Standards,'' EPA-
HQ-OAR-2012-0745-0004, (November 16, 2009).
\2\ CARB, ``Resolution 00-2,'' February 24, 2000; CARB,
``Executive Order G-00-060,'' (November 22, 2000); CARB, ``Executive
Order G-01-010,'' (May 29, 2001).
\3\ CARB, ``Secretary of State Face Sheet and Final Regulation
Order,'' effective January 23, 2001; CARB, ``Secretary of State Face
Sheet and Final Regulation Order,'' effective May 29, 2001.
\4\ CARB, ``Resolution 02-30,'' (October 24, 2002); CARB,
``Executive Order G-03-023,'' (September 2, 2003).
\5\ CARB, ``Secretary of State Face Sheet and Final Regulation
Order,'' effective November 15, 2003.
\6\ CARB, ``Resolution 04-19,'' (June 24, 2004).
\7\ CARB, ``Secretary of State Face Sheet and Final Regulation
Order,'' effective January 31, 2004.
\8\ CARB, ``Resolution 05-15,'' (February 24, 2005).
\9\ CARB, ``Secretary of State Face Sheet and Final Regulation
Order,'' effective January 31, 2006.
\10\ CARB, ``Resolution 05-47,'' (September 15, 2005); CARB,
``Resolution 05-53,'' (October 20, 2005); CARB Resolution 05-61,''
(October 27, 2005); CARB, ``Executive Order R-05-007,'' (July 28,
2006).
\11\ CARB, ``Secretary of State Face Sheet and Final Regulation
Order,'' effective October 7, 2006.
\12\ See supra notes 5, 7, 9, 11, and 13.
---------------------------------------------------------------------------
CARB seeks a waiver of preemption pursuant to section 209(b) of the
Clean Air Act for the emission standards and related test procedures
contained in its urban bus regulations, as amended through 2000 and
2005.
B. CARB's Urban Bus Rulemakings
There are two basic components to the rulemakings from 2000 to 2005
for urban buses: (1) More stringent emission standards for new urban
bus engines applicable to urban bus engine manufacturers, along with
amendments to the test procedures for determining compliance with the
standards; and (2) transit agency fleet rules \13\ applicable to public
transit agencies that own or lease urban buses and other transit
vehicles to provide transportation services to the public directly or
through contracted services. This section discusses the emission
standards and amendments to test procedures for which CARB requests a
new waiver of preemption.\14\
---------------------------------------------------------------------------
\13\ CARB's transit agency fleet rules are not covered by CARB's
waiver request and will not be subject to waiver analysis. CARB
represents that the fleet rules are not preempted under CAA section
209(a) because CARB's directions to transit agencies to purchase and
lease specified buses and vehicles with given engine technologies or
with given emission limits by specified dates fall with the market
participant doctrine, as articulated by the 9th Circuit Court of
Appeals. Tocher v. City of Santa Ana et al. (9th Cir. 2000) 219 F.3d
1040, 1050. CARB, ``Clean Air Act Sec. 209(b) Waiver Support
Document Submitted by the California Air Resources Board,'' EPA-HQ-
OAR-2012-0745-0004, (November 2009), at page 1.
\14\ CARB, ``Clean Air Act Sec. 209(b) Waiver Support Document
Submitted by the California Air Resources Board,'' EPA-HQ-OAR-2012-
0745-0004, (November 2009), at page 4.
---------------------------------------------------------------------------
1. 2000 Rulemaking
The 2000 amendments to the urban bus emission standards made them
increasingly more stringent in multiple stages depending on fuel type.
First, CARB established a more stringent PM emission standard of 0.01
grams per brake horsepower-hour (``g/bhp-hr'') for 2002 and later model
year (MY) diesel-fuel, dual-fuel, and bi-fuel urban bus engines
produced on or after October 1, 2002, representing an 80-percent
reduction from the preexisting PM standard of 0.05 g/bhp-hr.\15\
Second, for the 2004 through 2006 MY, the amendments increased the
stringency of NOX, NMHC, carbon monoxide (``CO''), and
formaldehyde standards for all urban bus engines and provided optional
standards as well. For urban bus engines other than diesel-fuel, dual-
fuel, and bi-fuel engines, the emissions standards for 2004 through
2006 were set at 2.4 g/bhp-hr for NOX+NMHC, 15.5 g/bhp-hr
for CO, and 0.05 g/bhp-hr for PM (0.07g/bhp-hr PM in-use).\16\ For
diesel-fueled, dual-fuel, and bi-fuel urban bus engines in the 2004-
2006 model years, the standards were set at 0.5 g/bhp-hr
NOX, representing a 75-percent reduction in the preexisting
NOX standard; 0.01 g/bhp-hr PM (maintaining the October 2002
standards), 0.05 g/bhp-hr NMHC, 5.0 g/bhp-hr CO, and 0.01 g/bhp-hr
formaldehyde. Third, beginning with the 2007 MY, all urban bus engines
(regardless of fuel type) had to meet more stringent emission standards
for NOX at 0.2 g/bhp-hr, NMHC at 0.05 g/bhp-hr, CO at 5.0 g/
bhp-hr, and formaldehyde at 0.01 g/bhp-hr.\17\
---------------------------------------------------------------------------
\15\ CARB, ``Overview of the 2000, 2002, 2004, and 2005 Transit
Agency and Urban Bus Rulemakings,'' EPA-HQ-OAR-2012-0745-0007,
(November 2009), at page 1.
\16\ These standards were set for urban buses in a 1998 CARB
rulemaking for heavy heavy-duty diesel engines, which established
standards for the 2004 and later MY. Id. at 2.
\17\ Id. at 2.
---------------------------------------------------------------------------
The 2000 urban bus rulemaking also amended the ``California Exhaust
Emission Standards and Test Procedures for 1985 and Subsequent Model
Heavy-Duty Diesel Engines and Vehicles'' to be consistent with the
urban bus standards described above. Additionally, the smog index label
specifications and the incorporated Label Specifications were amended
to be consistent with the requirements of the urban bus standards.\18\
---------------------------------------------------------------------------
\18\ CARB, ``Clean Air Act Sec. 209(b) Waiver Support Document
Submitted by the California Air Resources Board,'' EPA-HQ-OAR-2012-
0745-0004, (November 2009), at page 9.
---------------------------------------------------------------------------
2. 2002 Rulemaking
In the 2002 urban bus amendments, CARB allowed manufacturers of MY
2004-2006 diesel-fuel, dual-fuel, and bi-fuel urban bus engines to sell
engines that did not meet the 2000 adopted standards (0.5 g/bhp-hr
NOX, representing a 75-percent reduction in the preexisting
NOX standard; 0.01 g/bhp-hr PM (maintaining the October 2002
standards), 0.05 g/bhp-hr NMHC, 5.0 g/bhp-hr CO, and 0.01 g/bhp-hr
formaldehyde,) to an exempted public transit agency as long as the
engine was certified either to the standards that continued as the
primary standards for MY 2004-2006 alternative fuel bus engines (2.4/
2.5 g/bhp-hr NOX+NMHC), or to the optional October 2002-2003
standards for diesel-fuel engines of NOX+NMHC standards
between 1.8 and 0.3 g/bhp-hr, in 0.3 g/bhp-hr increments.\19\
---------------------------------------------------------------------------
\19\ Id. at 8.
---------------------------------------------------------------------------
Additionally, CARB adopted a new interim certification procedure
that could be used to determine the compliance of 2004 and later model
year hybrid electric buses (HEB) with the urban bus standards. The
purpose of providing this new procedure was to facilitate
quantification of the emission benefits of the hybrid-electric drive
system in various HEB platforms.\20\
---------------------------------------------------------------------------
\20\ Id. at 9.
---------------------------------------------------------------------------
3. 2004 Rulemaking
The 2004 urban bus amendments relaxed the NOX exhaust
emission standard for model years 2004-2006 from 0.5 g/bhp-hr to 1.8 g/
bhp-hr for diesel fuel hybrid-electric buses sold to a public transit
agency that has been authorized by the Executive Officer of
[[Page 44114]]
CARB to acquire such buses, as long as the transit agency demonstrates
it will undertake measures to mitigate the excess NOX
emissions.\21\
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\21\ CARB, ``Overview of the 2000, 2002, 2004, and 2005 Transit
Agency and Urban Bus Rulemakings,'' EPA-HQ-OAR-2012-0745-0007,
(November 2009), at page 3.
---------------------------------------------------------------------------
4. February 2005 Rulemaking
The February 2005 amendments corrected the 2004-2006 MY emission
standards for diesel hybrid-electric engines used in urban buses. When
the standards were amended in the 2004 rulemaking, CARB inadvertently
omitted the then-existing standards for NMHC and CO. The February 2005
amendments reinserted the engine exhaust emission standards of 0.5 g/
bhp-hr for NMHC and 15.5 g/bhp-hr for CO, and removed the formaldehyde
standard.\22\
---------------------------------------------------------------------------
\22\ Id. at 4.
---------------------------------------------------------------------------
5. October 2005 Rulemaking
The October 2005 amendments aligned the urban bus exhaust emission
standards with California's existing exhaust emission standards for
heavy-duty diesel-cycle engines, for which a federal waiver of
preemption had already been granted.\23\ The alignment allows the urban
bus manufacturers to use averaging, banking, and trading (ABT) and
other provisions in California's heavy-duty engine testing and
certification procedures. The alignment also allowed for the following
standards to be phased in through MY 2010: 0.02 g/bhp-hr
NOX, 0.14 g/bhp-hr NMHC, 0.01 g/bhp-hr PM, 15.5 g/bhp-hr CO,
and 0.05 g/bhp-hr formaldehyde.
---------------------------------------------------------------------------
\24\ 70 FR 50322 (August 26, 2005).
---------------------------------------------------------------------------
C. EPA's Review of California's Urban Bus Waiver Request
EPA announced its receipt of California's request for a waiver of
preemption pursuant to section 209(b) of the Act for the emission
standards and related test procedures contained in its urban bus
regulations, as amended through 2000 and 2005 in a Federal Register
notice on January 4, 2013.\24\ In that notice, EPA offered an
opportunity for public hearing and comment on CARB's request.
---------------------------------------------------------------------------
\24\ 78 FR 719 (January 4, 2013).
---------------------------------------------------------------------------
EPA invited comment, with respect to California's emission
standards and related test procedures contained in its urban bus
regulations, on whether: (a) California's determination that its motor
vehicle emission standards are, in the aggregate, at least as
protective of public health and welfare as applicable federal standards
is arbitrary and capricious, (b) California needs such standards to
meet compelling and extraordinary conditions, and (c) California's
standards and accompanying enforcement procedures are consistent with
section 202(a) of the Act.
No party requested an opportunity for a hearing to present oral
testimony, and EPA did not receive any written comments.
D. Clean Air Act New Motor Vehicle Waivers of Preemption
Section 209(a) of the Act preempts states and local governments
from setting emission standards for new motor vehicles and engines; it
provides:
No State or any political subdivision thereof shall adopt or
attempt to enforce any standard relating to the control of emissions
from new motor vehicles or new motor vehicle engines subject to this
part. No state shall require certification, inspection or any other
approval relating to the control of emissions from any new motor
vehicle or new motor vehicle engine as condition precedent to the
initial retail sale, titling (if any), or registration of such motor
vehicle, motor vehicle engine, or equipment.
Through operation of section 209(b) of the Act, California is able
to seek and receive a waiver of section 209(a)'s preemption. If certain
criteria are met, section 209(b)(1) of the Act requires the
Administrator, after notice and opportunity for public hearing, to
waive application of the prohibitions of section 209(a). Section
209(b)(1) only allows a waiver to be granted for any state that had
adopted standards (other than crankcase emission standards) for the
control of emissions from new motor vehicles or new motor vehicle
engines prior to March 30, 1966, if the state determines that its
standards will be, in the aggregate, at least as protective of public
health and welfare as applicable federal standards (i.e., if such state
makes a ``protectiveness determination''). Because California was the
only state to have adopted standards prior to 1966, it is the only
state that is qualified to seek and receive a waiver.\25\ The
Administrator must grant a waiver unless she finds that: (A)
California's above-noted ``protectiveness determination'' is arbitrary
and capricious; \26\ (B) California does not need such State standards
to meet compelling and extraordinary conditions;\27\ or (C)
California's standards and accompanying enforcement procedures are not
consistent with section 202(a) of the Act.\28\ EPA has previously
stated that consistency with section 202(a) requires that California's
standards must be technologically feasible within the lead time
provided, giving due consideration to costs, and that California and
applicable federal test procedures be consistent.\29\
---------------------------------------------------------------------------
\25\ See S. Rep. No. 90-403 at 632 (1967).
\26\ CAA Sec. 209(b)(1)(A).
\27\ CAA Sec. 209(b)(1)(B).
\28\ CAA Sec. 209(b)(1)(C).
\29\ See, e.g., 74 FR 32767 (July 8, 2009); see also Motor and
Equipment Manufacturers Association v. EPA (MEMA I), 627 F.2d 1095,
1126 (D.C. Cir. 1979).
---------------------------------------------------------------------------
The second sentence of section 209(a) of the Act prevents states
from requiring, ``certification, inspection or any other approval
relating to the control of emissions from any new motor vehicle or new
motor vehicle engine as condition precedent to the initial retail sale,
titling (if any), or registration of such motor vehicle, motor vehicle
engine, or equipment.'' However, once EPA has granted California a
waiver of section 209(a)'s preemption for emission standards and/or
accompanying enforcement procedures, California may then require other
such conditions precedent.\30\ EPA can confirm that a California
requirement is a condition precedent to sale, titling, or registration,
if: (1) The requirements do not constitute new or different standards
or accompanying enforcement procedures, and (2) the requirements do not
affect the basis for the previous waiver decision.
---------------------------------------------------------------------------
\30\ ``Once California receives a waiver for standards for a
certain class of motor vehicles, it need only meet the waiver
criteria of section 209(b) for regulations pertaining to those
vehicles when it adopts new or different standards or accompanying
enforcement procedures. Otherwise, California may adopt any other
condition precedent to the initial retail sale, titling, or
registration of those vehicles without the necessity of receiving a
further waiver of Federal preemption.'' 43 FR 36680 (August 18,
1978).
---------------------------------------------------------------------------
In contrast to section 209(a)'s preemption of state adoption of
standards controlling emissions from new motor vehicles and motor
vehicle engines, section 209(d) of the Act explicitly preserves states'
ability to regulate vehicles and engines in use. Section 209(d)
provides that despite section 209(a)'s preemption, ``Nothing in this
part shall preclude or deny to any State or political subdivision
thereof the right otherwise to control, regulate, or restrict the use,
operation, or movement of registered or licensed motor vehicles.'' \31\
---------------------------------------------------------------------------
\31\ See also Engine Mfrs. Ass'n v. EPA, 88 F.3d 1075, 1094
(D.C. Cir. 1996).
---------------------------------------------------------------------------
E. Deference to California
In previous waiver decisions, EPA has recognized that the intent of
Congress in creating a limited review based on the section 209(b)(1)
criteria was to ensure that the federal government did not second-guess
state policy choices. This has led EPA to state:
[[Page 44115]]
It is worth noting . . . I would feel constrained to approve a
California approach to the problem which I might also feel unable to
adopt at the federal level in my own capacity as a regulator. The
whole approach of the Clean Air Act is to force the development of
new types of emission control technology where that is needed by
compelling the industry to ``catch up'' to some degree with newly
promulgated standards. Such an approach . . . may be attended with
costs, in the shaped of reduced product offering, or price or fuel
economy penalties, and by risks that a wider number of vehicle
classes may not be able to complete their development work in time.
Since a balancing of these risks and costs against the potential
benefits from reduced emissions is a central policy decision for any
regulatory agency under the statutory scheme outlined above, I
believe I am required to give very substantial deference to
California's judgments on this score.\32\
---------------------------------------------------------------------------
\32\ 40 FR 23103-23104 (May 28, 1975); see also LEV I Decision
Document at 64 (58 FR 4166 (January 13, 1993)).
EPA has stated that the text, structure, and history of the
California waiver provision clearly indicate both a congressional
intent and appropriate EPA practice of leaving the decision on
``ambiguous and controversial matters of public policy'' to
California's judgment.\33\
---------------------------------------------------------------------------
\33\ 40 FR 23104 and 58 FR 4166.
---------------------------------------------------------------------------
This interpretation is supported by the House Committee Report
discussion of the 1977 amendments to the Clean Air Act. Congress had
the opportunity to restrict the waiver provision, but elected instead
to expand California's flexibility to adopt a complete program of motor
vehicle emission controls. The amendment is intended to ratify and
strengthen the California waiver provision and to affirm the underlying
intent of that provision, i.e., to afford California the broadest
possible discretion in selecting the best means to protect the health
of its citizens and the public welfare.\34\
---------------------------------------------------------------------------
\34\ MEMA I, 627 F.2d at 1110 (citing H.R. Rep. No. 294, 95
Cong., 1st Sess. 301-02 (1977).
---------------------------------------------------------------------------
F. Burden of Proof
In Motor and Equip. Mfrs Assoc. v. EPA, 627 F.2d 1095 (DC Cir.
1979) (MEMA I), the U.S. Court of Appeals for the D.C. Circuit stated
that the Administrator's role in a section 209 proceeding is to:
consider all evidence that passes the threshold test of materiality
and . . . thereafter assess such material evidence against a
standard of proof to determine whether the parties favoring a denial
of the waiver have shown that the factual circumstances exist in
which Congress intended a denial of the waiver.\35\
---------------------------------------------------------------------------
\35\ MEMA I, 627 F.2d at 1122.
The court in MEMA I considered the standards of proof under section
209 for the two findings related to granting a waiver for an
``accompanying enforcement procedure'' (as opposed to the standards
themselves): (1) Protectiveness in the aggregate and (2) consistency
with section 202(a) findings. The court instructed that ``the standard
of proof must take account of the nature of the risk of error involved
in any given decision, and it therefore varies with the finding
involved. We need not decide how this standard operates in every waiver
decision.'' \36\
---------------------------------------------------------------------------
\36\ Id.
---------------------------------------------------------------------------
The court upheld the Administrator's position that, to deny a
waiver, there must be `clear and compelling evidence' to show that
proposed procedures undermine the protectiveness of California's
standards.\37\ The court noted that this standard of proof also accords
with the congressional intent to provide California with the broadest
possible discretion in setting regulations it finds protective of the
public health and welfare.\38\
---------------------------------------------------------------------------
\37\ Id.
\38\ Id.
---------------------------------------------------------------------------
With respect to the consistency finding, the court did not
articulate a standard of proof applicable to all proceedings, but found
that the opponents of the waiver were unable to meet their burden of
proof even if the standard were a mere preponderance of the evidence.
Although MEMA I did not explicitly consider the standards of proof
under section 209 concerning a waiver request for ``standards,'' as
compared to accompanying enforcement procedures, there is nothing in
the opinion to suggest that the court's analysis would not apply with
equal force to such determinations. EPA's past waiver decisions have
consistently made clear that: ``even in the two areas concededly
reserved for Federal judgment by this legislation--the existence of
`compelling and extraordinary' conditions and whether the standards are
technologically feasible--Congress intended that the standards of EPA
review of the State decision to be a narrow one.'' \39\
---------------------------------------------------------------------------
\39\ See, e.g., 40 FR 21102-103 (May 28, 1975).
---------------------------------------------------------------------------
Opponents of the waiver bear the burden of showing that the
criteria for a denial of California's waiver request have been met. As
found in MEMA I, this obligation rests firmly with opponents of the
waiver in a section 209 proceeding:
[t]he language of the statute and it's legislative history
indicate that California's regulations, and California's
determinations that they must comply with the statute, when
presented to the Administrator are presumed to satisfy the waiver
requirements and that the burden of proving otherwise is on whoever
attacks them. California must present its regulations and findings
at the hearing and thereafter the parties opposing the waiver
request bear the burden of persuading the Administrator that the
waiver request should be denied.\40\
---------------------------------------------------------------------------
\40\ MEMA I, 627 F.2d at 1121.
The Administrator's burden, on the other hand, is to make a
reasonable evaluation of the information in the record in coming to the
waiver decision. As the court in MEMA I stated: ``here, too, if the
Administrator ignores evidence demonstrating that the waiver should not
be granted, or if he seeks to overcome that evidence with unsupported
assumptions of his own, he runs the risk of having his waiver decision
set aside as `arbitrary and capricious.' '' \41\ Therefore, the
Administrator's burden is to act ``reasonably.'' \42\
---------------------------------------------------------------------------
\41\ Id. at 1126.
\42\ Id. at 1126.
---------------------------------------------------------------------------
II. Discussion
California's urban bus regulations elevated the stringency of
exhaust emission standards and test procedures for heavy-duty urban bus
engines and vehicles. It is CARB's contention that the new emission
standards and test procedures for new urban buses and engines meet the
criteria for a new waiver of preemption. The Administrator must grant a
waiver unless the Administrator finds that: (a) California's
``protectiveness determination'' is arbitrary and capricious; \43\ (b)
California does not need such state standards to meet compelling and
extraordinary conditions; \44\ or (c) California's standards and
accompanying enforcement procedures are not consistent with section
202(a) of the Act.\45\ As noted above, consistency with section 202(a)
requires that California's standards must be technologically feasible
within the lead time provided, giving due consideration to costs, and
that California and applicable federal test procedures be
consistent.\46\
---------------------------------------------------------------------------
\43\ CAA Sec. 209(b)(1)(A).
\44\ CAA Sec. 209(b)(1)(B).
\45\ CAA section 209(b)(1)(C).
\46\ See, e.g., 74 FR 32767 (July 8, 2009); see also Motor and
Equipment Manufacturers Association v. EPA (MEMA I), 627 F.2d 1095,
1126 (D.C. Cir. 1979).
---------------------------------------------------------------------------
A. California's Protectiveness Determination
Section 209(b)(1)(A) of the Clean Air Act requires EPA to deny a
waiver if the Administrator finds that California was arbitrary and
capricious in its
[[Page 44116]]
determination that its State standards will be, in the aggregate, at
least as protective of public health and welfare as applicable federal
standards. When evaluating California's protectiveness determination,
EPA generally compares the stringency of the California and federal
standards at issue in a given waiver request.
CARB approved more stringent emission standards for new urban
transit buses and engines and the corresponding test procedures by
Resolution 00-2 (February 24, 2000), Resolution 02-30 (October 24,
2002), Resolution 04-19 (June 24, 2004), Resolution 05-15 (February 24,
2005), and Resolutions 05-53 and 05-61 (October 20 and 27, 2005,
respectively).\47\ In the respective Resolutions, CARB determined that
the amendments ``would not cause California's emission standards, in
the aggregate, to be less protective of public health and welfare than
the applicable federal standards.'' \48\ The amended California
standards align with, or are more stringent than, the applicable
federal urban bus standards for NOX, NMHC, PM, and CO for
each of the respective model years covered by the amendments.\49\
---------------------------------------------------------------------------
\47\ See EPA-HQ-OAR-2012-0745 for copies of Resolutions.
\48\ CARB, ``Clean Air Act Sec. 209(b) Waiver Support Document
Submitted by the California Air Resources Board,'' EPA-HQ-OAR-2012-
0745-0004, (November 2009), at page 13.
\49\ See Id. at 5; and see Id. at 13.
---------------------------------------------------------------------------
There were no comments that expressed an opinion, nor has there
been any evidence presented, suggesting that CARB was arbitrary and
capricious in making its above-noted protectiveness findings. Based on
the record, EPA cannot find that California was arbitrary and
capricious in its findings that California's new urban bus emission
standards, in the aggregate, at least as protective of public health
and welfare as applicable federal standards.
B. California's Need for State Standards To Meet Compelling and
Extraordinary Conditions
Under section 209(b)(1)(B) of the Act, EPA cannot grant a waiver if
California ``does not need such State standards to meet compelling and
extraordinary conditions.'' To evaluate this criterion, EPA considers
whether California needs its separate emission standards and test
procedures to meet compelling and extraordinary conditions.
Over the past forty years, CARB has repeatedly demonstrated the
need for its motor vehicle emissions program to address compelling and
extraordinary conditions in California.\50\ In the aforementioned
Resolutions, CARB affirmed its longstanding position that California
continues to need its own emission standards and test procedures to
meet its serious air pollution problems. Likewise, EPA has consistently
recognized that California continues to have the same ``geographical
and climatic conditions that, when combined with the large numbers and
high concentrations of automobiles, create serious pollution
problems.'' \51\ Furthermore, there were no comments presenting any
argument or evidence to suggest that California no longer needs
separate emission standards and test procedures to address compelling
and extraordinary conditions in California. Therefore, EPA has
determined that we cannot deny California a waiver for its new urban
bus standards under section 209(b)(1)(B).
---------------------------------------------------------------------------
\50\ See, e.g., Approval and Promulgation of State
Implementation Plans; California--South Coast, 64 FR 1770, 1771
(January 12, 1999). See also 69 FR 23858, 23881-90 (April 30, 2004)
(designating 15 areas in California as nonattainment for the federal
8-hour ozone national ambient air quality standard).
\51\ 49 FR 18887, 18890 (May 3, 1984); see also 76 FR 34693
(June 14, 2011), 74 FR 32744, 32763 (July 8, 2009), and 73 FR 52042
(September 8, 2008).
---------------------------------------------------------------------------
C. Consistency With Section 202(a) of the Clean Air Act
Under section 209(b)(1)(C) of the Act, EPA must deny a California
waiver request if the Agency finds that California standards and
accompanying enforcement procedures are not consistent with section
202(a) of the Act. The scope of EPA's review under this criterion is
narrow. EPA has stated on many occasions that the determination is
limited to whether those opposed to the waiver have met their burden of
establishing that California's standards are inconsistent with section
202(a). Previous waivers of federal preemption have stated that
California's standards are not consistent with section 202(a) if there
is inadequate lead time to permit the development of technology
necessary to meet those requirements, giving appropriate consideration
to the cost of compliance within that time. California's accompanying
enforcement procedures would be inconsistent with section 202(a) if the
federal and California test procedures conflict, i.e., if manufacturers
would be unable to meet both the California and federal test
requirements with the same test vehicle.
1. Lead Time Is Adequate for Manufacturer Compliance
CARB asserts that given the submission date of the waiver request
(November 16, 2009), the technological feasibility of the amendments
cannot be disputed given the fact that manufacturers have been able to
certify engines in the lead time provided.\52\
---------------------------------------------------------------------------
\52\ See CARB, ``Clean Air Act Sec. 209(b) Waiver Support
Document Submitted by the California Air Resources Board,'' EPA-HQ-
OAR-2012-0745-0004, (November 2009), at pages 15-19.
---------------------------------------------------------------------------
EPA received no comments indicating that CARB's urban bus
amendments present lead-time or technology issues with respect to
consistency under section 202(a) and the agency knows of no other
evidence to that effect. Thus, EPA is unable to find that California's
urban bus standards are not technologically feasible within the
available lead-time, giving appropriate consideration to the cost of
compliance.
2. Consistency of Test Procedures
With regard to the consistency of the California test procedures
with the applicable federal test procedures, CARB has adopted
certification requirements in the 2000 rulemaking that are nearly
identical to those adopted and affirmed by the EPA.\53\ Although the
2002 adopted Interim Certification Procedure for HEB is a new
accompanying test procedure, it is optional, and the general test
procedures and requirements necessary for certifying a diesel or
gasoline heavy-duty engine for sale in California may continue to be
used by manufacturers for certification of urban bus engines.\54\ CARB
asserts it is not aware of any instance in which a manufacturer is
precluded from conducting a single set of tests on an urban bus engine
to determine compliance with both the California and federal emission
standards.\55\
---------------------------------------------------------------------------
\53\ 65 FR 59896 (October 6, 2000).
\54\ CARB, ``Clean Air Act Sec. 209(b) Waiver Support Document
Submitted by the California Air Resources Board,'' EPA-HQ-OAR-2012-
0745-0004, (November 2009), at page 20.
\55\ Id.
---------------------------------------------------------------------------
EPA received no comments expressing any disagreement with these
statements from CARB, and no comments presenting any evidence opposing
CARB's assertions regarding consistency with federal test procedures.
EPA is unable to find that California's urban bus test procedures
impose requirements inconsistent with federal test procedures.
For the reasons set forth above, California's urban bus standards
and accompanying enforcement procedures
[[Page 44117]]
are not inconsistent with section 202(a) of the Act.
D. Other Issues
The 2000 rulemaking required the addition of information to the
emission control label for urban bus engines to help identify the
engines certified to the optional emission standards.\56\ CARB asserts
that because the labels do not pertain to a manufacturer's ability to
certify and produce engines that comply with the applicable emission
standards, the emission control label specifications are not standards
or accompanying enforcement procedures.\57\ The specifications are,
however, subject to federal preemption under CAA section 209(a) because
the specifications are a condition precedent to the initial retail sale
of the new engines in California.\58\ EPA has stated that ``once
California has received a waiver of federal preemption for its
standards and enforcement procedures for a class of vehicles, it may
adopt other conditions precedent to initial retail sale, titling or
registration of the subject class of vehicles without the necessity of
receiving a further waiver of federal preemption.'' \59\ In the instant
case, CARB states that it has received previous waivers for urban bus
engines.\60\ Therefore, CARB need not demonstrate that the labeling
specifications independently meet the waiver criteria. EPA agrees with
this assessment and the labeling specifications may be enforced in
California without further action by the Administrator.\61\
---------------------------------------------------------------------------
\56\ Id.
\57\ Id.
\58\ See, e.g., 49 FR 18887 (May 5, 1984), 47 FR 1015 (January
8, 1982), and 46 FR 36237 (July 14, 1981).
\59\ 46 FR 36742 (July 15, 1981), 45 FR 54131 (August 14, 1980),
and 43 FR 36579 (August 18, 1978).
\60\ See, e.g., 68 FR 75500 (December 31, 2003).
\61\ CARB, ``Clean Air Act Sec. 209(b) Waiver Support Document
Submitted by the California Air Resources Board,'' EPA-HQ-OAR-2012-
0745-0004, (November 2009), at page 21.
---------------------------------------------------------------------------
E. Full Waiver of Preemption Determination for California's Urban Bus
Standards
After a review of the information submitted by CARB, and given
there were no parties opposing California's request, EPA finds that
California's urban bus standards should receive a full waiver of
preemption.
III. Decision
The Administrator has delegated the authority to grant California
section 209(b) waivers of preemption and section 209(e) authorizations
to the Assistant Administrator for Air and Radiation. After evaluating
CARB's urban bus emission standards and test procedures and CARB's
submissions, EPA is taking the following action. EPA is granting a
waiver of preemption to California for its urban bus emission standards
and test procedures as they affect the 2002 and later model years.
My decision will affect not only persons in California, but also
manufacturers outside the State who must comply with California's
requirements in order to produce vehicles for sale in California. For
this reason, I determine and find that this is a final action of
national applicability for purposes of section 307(b)(1) of the Act.
Pursuant to section 307(b)(1) of the Act, judicial review of this final
action may be sought only in the United States Court of Appeals for the
District of Columbia Circuit. Petitions for review must be filed by
September 23, 2013. Judicial review of this final action may not be
obtained in subsequent enforcement proceedings, pursuant to section
307(b)(2) of the Act.
IV. Statutory and Executive Order Reviews
As with past authorization and waiver decisions, this action is not
a rule as defined by Executive Order 12866. Therefore, it is exempt
from review by the Office of Management and Budget as required for
rules and regulations by Executive Order 12866.
In addition, this action is not a rule as defined in the Regulatory
Flexibility Act, 5 U.S.C. 601(2). Therefore, EPA has not prepared a
supporting regulatory flexibility analysis addressing the impact of
this action on small business entities.
Further, the Congressional Review Act, 5 U.S.C. 801, et seq., as
added by the Small Business Regulatory Enforcement Fairness Act of
1996, does not apply because this action is not a rule for purposes of
5 U.S.C. 804(3).
Dated: July 15, 2013.
Gina McCarthy,
Assistant Administrator, Office of Air and Radiation.
[FR Doc. 2013-17700 Filed 7-22-13; 8:45 am]
BILLING CODE P
