In a development which can be described as bizarre, regulations come into force in the United States which have the effect of banning the most climate-friendly motor vehicle on the planet. The climate-protection merits of bicycles fitted with light 2-stroke motors are extremely good. They are even better if the motorized bicycle can be used as a pedal cycle when motor power is not required.
Motorized bicycles typically are fitted with motors up to 2 HP (1.6 kW). Where they are used as alternative to motor cars, they can have a huge impact on reducing greenhouse gases.
In the Fall of 2008, New regulations were introduced into the USA affecting motorized bikes. At present, bike engines may be imported into the USA with catalytic mufflers. This is set to change.
The standards would apply starting in 2010 for different sizes of new land-based, spark-ignition engines at or below 19 kilowatts (kW), which is equivalent to about 25 horsepower.
These small engines are used primarily in lawn and garden applications. Evaporative emissions contribute to ozone, carbon monoxide (CO), and particulate matter (PM) nonattainment.
The US EPA estimates that by 2030, the new standards would result in significantly reduced pollutant emissions from regulated engine and equipment sources, including estimated annual nationwide reductions of 631,000 tons of volatile organic hydrocarbon emissions, 98,200 tons of NOx emissions, and 6,300 tons of direct particulate matter (PM2.5) emissions. These reductions correspond to significant reductions in the formation of ground-level ozone. The EPA further estimates that there would be annual reductions of 2,690,000 tons of carbon monoxide emissions, with the greatest reductions in areas where there have been problems with individual exposures, substantially benefitting public health, welfare and the environment.
The US EPA estimates that by 2030, the new emission reduction standards would annually prevent 450 PM-related premature deaths, approximately 500 hospitalizations, and 52,000 work days lost. The total estimated annual benefits of the rule in 2030 would be $3.4 billion. Estimated costs in 2030 would be many times less at $240 million.
EPA final emission Standards for New Nonroad Spark-Ignition Engines - October 2008
Contents |
Control of Emissions From Nonroad Spark-Ignition Engines and Equipment
This document is the US Federal Register Environmental Document applicable to the future importation of 2-stroke bicycle engines. At present, 2-stroke bicycle engines are approved for importation into the US with catalytic mufflers for off-road use.
However, in future, bicycle engines will be prohibited unless the industry can find a way of bringing the technology up to scratch or otherwise building a case that was so compelling that the existing importation arrangement be extended.
The document has 3 main parts, Part A, Part B and Part C.
Part A
Table of Contents
I. Introduction
A. Overview B. Why Is EPA Taking This Action? C. What Regulations Currently Apply to Nonroad Engines or Vehicles? D. Putting This Rule into Perspective E. What Requirements Are We Adopting? F. How Is This Document Organized? G. Judicial Review
II. Public Health and Welfare Effects
A. Public Health Impacts B. Air Toxics C. Carbon Monoxide
III. Sterndrive and Inboard Marine Engines
A. Overview B. Engines Covered by This Rule C. Exhaust Emission Standards D. Test Procedures for Certification E. Additional Certification and Compliance Provisions F. Small-Business Provisions G. Technological Feasibility
IV. Outboard and Personal Watercraft Engines
A. Overview B. Engines Covered by This Rule C. Final Exhaust Emission Standards D. Changes to OB/PWC Test Procedures E. Additional Certification and Compliance Provisions F. Other Adjustments to Regulatory Provisions G. Small-Business Provisions H. Technological Feasibility
V. Small SI Engines
A. Overview B. Engines Covered by This Rule C. Final Requirements D. Testing Provisions
Part B
E. Certification and Compliance Provisions for Small SI Engines
and Equipment
F. Small-Business Provisions G. Technological Feasibility
VI. Evaporative Emissions
A. Overview B. Fuel Systems Covered by This Rule C. Final Evaporative Emission Standards D. Emission Credit Programs E. Testing Requirements F. Certification and Compliance Provisions G. Small-Business Provisions H. Technological Feasibility
VII. Energy, Noise, and Safety
A. Safety B. Noise C. Energy
VIII. Requirements Affecting Other Engine and Vehicle Categories
A. State Preemption B. Certification Fees C. Amendments to General Compliance Provisions in 40 CFR Part 1068
Part C
D. Amendments Related to Large SI Engines (40 CFR Part 1048)
E. Amendments Related to Recreational Vehicles (40 CFR Part 1051)
F. Amendments Related to Heavy-Duty Highway Engines (40 CFR Part 85)
G. Amendments Related to Stationary Spark-Ignition Engines (40 CFR Part 60)
H. Amendments Related to Locomotive, Marine, and Other Nonroad Compression-Ignition
Engines (40 CFR Parts 89, 92, 94, 1033, 1039, and 1042)
IX. Projected Impacts
A. Emissions from Small Nonroad and Marine Spark-Ignition Engines B. Estimated Costs C. Cost per Ton D. Air Quality Impact E. Benefits F. Economic Impact Analysis
X. Public Participation XI. Statutory and Executive Order Reviews
A. Executive Order 12866: Regulatory Planning and Review B. Paperwork Reduction Act C. Regulatory Flexibility Act D. Unfunded Mandates Reform Act E. Executive Order 13132: Federalism F. Executive Order 13175: Consultation and Coordination With
Indian Tribal Governments
G. Executive Order 13045: Protection of Children from
Environmental Health and Safety Risks
H. Executive Order 12898: Federal Actions to Address
Environmental Justice in Minority Populations and Low-Income Populations.
I. Executive Order 13211: Actions that Significantly Affect
Energy Supply, Distribution, or Use
J. National Technology Transfer Advancement Act K. Congressional Review Act
Part D
Part E
Part F
Part G
