As both U.S. and Canada work to improve their C&E programs, we applaud their team effort to tackle air quality challenges, encourage them to continue to strengthen this partnership, and hope to see more such regional collaborations around the globe whenever the circumstances allow. Because when it comes to emission control in the highly integrated North American vehicle market, two feds are better than one.
The next time somebody cries crocodile tears about how sales trends show the automakers struggling to meet the fuel economy targets and falling behind despite their best efforts, tell them you want to talk about product cycles and credit banks.
If your next car is going to be electric, where you might “fill up” is a good and practical question that has to be resolved. There is evidence to suggest that fast charging at least shows promise as an interim strategy for some customers, perhaps as they wait a few years for home charging to be installed in apartment complexes, on curbsides, and in garages. And who knows, very fast charging stations may eventually prove to be the preferred permanent option for some EV owners, just as refueling at a public filling station is today.
Additional NOx emissions from gliders under the Pruitt proposal would be 13 times what the impact of the Volkswagen fraud in the U.S. would have been had it gone undetected.
The summary of a "study" that the glider industry used to support its claim that EPA was wrong about how dirty gliders are is fingernails-on-a-chalkboard aggravating.
Next year, EPA has the chance to propose an ambitious GHG standard for aircraft to promote low carbon aviation. It alluded to the possibility of going further than the UN’s weak recommendations in the 2016 endangerment finding, where it argued that it would set aircraft standards “at least as stringent as ICAO’s.” Here’s hoping that EPA agrees with Boeing, GE, and, yes, ICCT and goes further than ICAO’s least common denominator standard.