Clean Air Act Issues in the 108th Congress

Order Code IB10107

CRS Issue Brief for Congress

Received through the CRS Web

Clean Air Act Issues in the 108th Congress

Updated November 30, 2004

James E. McCarthy

Resources, Science, and Industry Division

Congressional Research Service ˜ The Library of Congress

CONTENTS

SUMMARY

MOST RECENT DEVELOPMENTS

BACKGROUND AND ANALYSIS

Designation of Nonattainment Areas for New Air Quality Standards

MTBE and Ethanol

New Source Review (NSR)

Clear Skies / Multi-Pollutant Legislation

Mercury from Power Plants

Conformity of Transportation Plans and SIPs

Small Engines

LEGISLATION

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Clean Air Act Issues in the 108th Congress

SUMMARY

The most prominent air quality issue in

the 108th Congress was what to do about

emissions from coal-fired electric power

plants. On January 30, 2004, EPA proposed

standards for mercury, sulfur dioxide, and

nitrogen oxide emissions from such plants.

The proposed mercury standards have been

particularly controversial: EPA claims that

technology to achieve more than a 30% reduction in mercury emissions cannot be implemented until 2018, an assertion widely disputed.

Legislation was also proposed on the

subject — a group of bills referred to as

“multi-pollutant” legislation. The Administration version (the Clear Skies Act, H.R. 999/S.

485/S. 1844) proposed to replace numerous

existing Clean Air Act requirements with a

national cap and trade program for sulfur

dioxide, nitrogen oxides, and mercury. Senators Jeffords and Carper, and Representatives

Sweeney, Waxman, and Bass, all introduced

bills that were more stringent than Clear

Skies, and four of the five would have regulated carbon dioxide in addition to the other

pollutants. Congress took no action on any of

the measures.

Controversy also arose over EPA’s

proposed and promulgated changes to the

Clean Air Act’s New Source Review (NSR)

requirements. NSR requires installation of

best available emission controls when power

plants and other major facilities are modified.

Since December 31, 2002, EPA has promulgated several changes to streamline (and,

many argue, weaken) the NSR requirements.

On January 22, 2003, the Senate approved an

amendment to H.J.Res. 2 that directed the

National Academy of Sciences to conduct a

study of the NSR changes. The President

signed the bill, with the amendment, February

20, 2003 (P.L. 108-7).

The conference report on the energy bill

(H.R. 6), which came to the House and Senate

floor for action the week of November 17,

2003, contained several Clean Air Act provisions. Most of these were also contained in S.

2095, a revised version of the bill introduced

February 12, 2004, and in H.R. 4503, which

passed the House June 15, 2004. Most of the

air provisions concerned the gasoline additives MTBE and ethanol, used to meet Clean

Air Act requirements that reformulated gasoline (RFG) sold in the nation’s worst ozone

nonattainment areas contain at least 2% oxygen, to improve combustion. MTBE has

contaminated ground water in several states.

All three bills would have banned the use of

MTBE as a fuel additive nationwide, except in

states that specifically authorized its use, after

December 31, 2014; repealed the requirement

that RFG contain oxygen; provided a major

new stimulus to the use of ethanol; authorized

$2 billion in grants to assist merchant MTBE

production facilities in converting to the

production of other fuel additives; and authorized funds for MTBE cleanup. H.R. 6 and

H.R. 4503 would also have provided a “safe

harbor” from product liability lawsuits for

producers of MTBE and renewable fuels; S.

2095 would not have.

The 108th Congress also enacted changes

to the “small engine” provisions of the Clean

Air Act and considered changes to the requirement that metropolitan area transportation

plans “conform” to the act.

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MOST RECENT DEVELOPMENTS

On June 15, 2004, the House passed H.R. 4503, a comprehensive energy bill virtually

identical to the conference version of H.R. 6, which it had passed November 18, 2003. The

bill included provisions amending the Clean Air Act to address reformulated gasoline,

renewable fuels, and MTBE. Although the conference report on H.R. 6 passed the House

in November 2003, the Senate was unable to muster the 60 votes necessary to terminate

debate, and the bill never came to a vote on final passage.

On June 29, 2004, EPA proposed the designation of 243 counties in 21 states and the

District of Columbia as “nonattainment areas” for a new fine particle (PM2.5) air quality

standard. On April 15, 2004, the Agency had designated 474 counties in 32 states and DC

nonattainment for a new 8-hour ozone standard. Implementation of the two standards raised

a number of questions in areas affected by the designations. Amendments that would have

modified some of the implementation procedures for areas affected by upwind pollution were

also attached to the energy bill (H.R. 6 / H.R. 4503), and not enacted.

Both the House and Senate passed surface transportation legislation that would have

modified the Clean Air Act’s conformity provisions. The Senate bill, S. 1072, passed

February 12, 2004. The House bill, H.R. 3550, passed April 2, 2004. Conferees began

meeting to attempt to reconcile the bills’ provisions June 14, but the conference did not

report an agreed version of the bill.

BACKGROUND AND ANALYSIS

This issue brief looks at seven prominent air issues that were of interest in the 108th

Congress: designation of nonattainment areas for the new PM2.5 and 8-hour ozone standards;

MTBE and ethanol; New Source Review; multi-pollutant (or Clear Skies) legislation;

mercury from power plants; transportation conformity; and emission standards for small

engines. Most of these issues are addressed at greater length in separate CRS reports, which

are referenced in the appropriate sections.

Designation of Nonattainment Areas for New Air Quality Standards. On

June 29, 2004, EPA proposed the designation of 243 counties in 21 states and the District

of Columbia as “nonattainment areas” for a new fine particle (PM2.5) air quality standard.

On April 15, 2004, the Agency had designated 474 counties in 32 states and DC

nonattainment for a new 8-hour ozone standard. The standards were promulgated in 1997,

but due to legal challenges and other delays, are just now being implemented. The

nonattainment areas must adopt emission control programs sufficient to bring air quality into

attainment by an EPA deadline, generally 5 or 10 years after designation in areas being

designated for the first time.

The prospect of designation has raised numerous questions in these areas, including

when and why the standard was established; what criteria are used to determine

nonattainment; how boundaries of the nonattainment area are established; whether special

provisions can be made for areas affected by pollution from upwind; what the deadline will

be for reaching attainment; and how designation might affect economic development and

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transportation investments in an area. How areas already designated nonattainment for

EPA’s existing 1-hour ozone standard (51 areas, including 239 counties) will be affected by

implementation of the new ozone standard presents additional questions. (For additional

information on all of these questions, see CRS Report RL32345, Implementation of EPA’s

8-Hour Ozone Standard, and CRS Report RL32431, Particulate Matter (PM2.5): National

Ambient Air Quality Standards (NAAQS) Implementation.)

In many — perhaps a majority of — cases, EPA has concluded that new nonattainment

areas will have little difficulty demonstrating attainment: the Agency projects that other

federal requirements, such as new auto and truck emission standards and federal controls on

power plants, will be sufficient to demonstrate attainment in 88% of monitored ozone

nonattainment counties and more than half the monitored PM2.5 nonattainment counties by

2015. The nonattainment areas will face deadlines for reaching attainment sooner than 2015,

however, in most cases. This has left many complaining that the Agency has done a poor job

of matching the implementation timelines of its various programs, and should either grant

nonattainment areas more time to comply, or speed implementation of federal controls on

emission sources.

Another issue that has been widely discussed concerns the boundaries of the designated

nonattainment areas. The Clean Air Act establishes a process for setting these boundaries,

but, in general, it allows the EPA Administrator some discretion in determining how large

or small an area should be. EPA has recommended that Metropolitan Statistical Areas or

Consolidated Metropolitan Statistical Areas serve as the “presumptive boundaries” for new

nonattainment areas. Even though specific counties within such an area may meet the

standard, they are likely to be included in the nonattainment area if the pollution generated

there could influence ozone or PM2.5 readings elsewhere in the metropolitan area. The

inclusion of such counties in nonattainment areas has proven controversial in many states.

The new ozone standard is widely viewed as a strengthening of requirements to control

ozone pollution, but it may have the opposite effect in many cases. In areas already

designated nonattainment under the old one-hour ozone standard (51 areas with 110 million

people), the principal effect of the new standard is likely to be more time to reach attainment

— as many as 16 years more, in some cases. This is so, because EPA plans to revoke the

one-hour standard, which had stringent, statutory deadlines, and recategorize the 51 areas

under the new standard, with additional time to comply. The legality of the planned

revocation raises numerous questions; but, for officials facing deadlines under the old

standard as early as 2005, EPA’s plan may be welcome news.

In any event, the implementation plan (like most EPA rules) has already been

challenged in the courts. The Agency’s first attempt at an implementation plan was among

the issues remanded by the Supreme Court in a 2001 decision (Whitman v. American

Trucking Ass’ns, 121 S. Ct. 903 (2001)). The new implementation plan was challenged by

four environmental groups in a suit filed June 29, 2004 (American Lung Association v. EPA,

D.C. Cir., No. 04-1209).

Concern over the potential impacts of the new standard has also led to several

legislative attempts to modify the implementation requirements. These have generally been

attached to larger pieces of legislation, and (with one minor exception) have not been

enacted. Section 1443 of the energy bill (H.R. 6), for example, would have extended

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attainment deadlines in areas affected by upwind pollution, and Section 970 of the bill would

have required a demonstration project to address the effect of transported ozone and ozone

precursors on air quality in southwestern Michigan, prohibiting EPA from imposing any

requirements or sanctions during the two years pending the project’s completion.

The Administration also proposed to modify the ozone and PM2.5 requirements in its

Clear Skies bill (H.R. 999 / S. 485). In Section 3, Clear Skies would have allowed EPA to

avoid designating 8-hour ozone and PM2.5 areas as nonattainment until 2016, provided that

the area demonstrates that it will attain the standards by December 31, 2015. Areas fitting

into this new “transitional” category could avoid additional regulatory controls, including the

requirement to demonstrate conformity between their clean air and highway construction

programs, if they could demonstrate that attainment would be achieved through the

imposition of federal controls on utilities, diesel engines, automobiles, and other sources.

No action was taken on this bill.

MTBE and Ethanol. A second set of issues in the 108th Congress, regulation of the

gasoline additives MTBE and ethanol, was considered by several previous Congresses. At

least initially, the issues seemed on a faster track in the 108th Congress: the House passed

legislation to address them in April 2003; the Senate did so in late July 2003; and a

conference report (H.Rept. 108-375) was agreed to in the House on November 18, 2003. As

noted previously, however, on November 21, 2003, the Senate failed to achieve the 60 votes

necessary to end debate on the conference report, and the bill (H.R. 6) was pulled from the

floor. A revised version (S. 2095, introduced February 12, 2004), which removed some of

its most controversial provisions and lowered its cost, was not acted on.

MTBE is used to meet Clean Air Act requirements that reformulated gasoline (RFG),

sold in the nation’s worst ozone nonattainment areas, contain at least 2% oxygen, to improve

combustion. Under the RFG program, areas with “severe” or “extreme” ozone pollution (90

counties with a combined population of 64.8 million) must use reformulated gas; areas with

less severe ozone pollution may opt into the program as well, and many have. In all, portions

of 17 states and the District of Columbia use RFG, and about 30% of the gasoline sold in the

United States is RFG.

The law requires that RFG contain at least 2% oxygen by weight. Refiners can meet

this requirement by adding a number of ethers or alcohols, any of which contains oxygen and

other elements. By far the most commonly used oxygenate has been MTBE. In 1999, 87%

of RFG contained MTBE, a number reduced to 56% by late 2003. MTBE has also been used

since the late 1970s in non-reformulated gasoline, as an octane enhancer, at lower

concentrations. As a result, gasoline with MTBE has been used virtually everywhere in the

United States, whether or not an area has been subject to RFG requirements.

MTBE leaks, generally from underground gasoline storage tanks, have been implicated

in numerous incidents of ground water contamination. The substance creates taste and odor

problems in water at very low concentrations, and some animal studies indicate it may pose

a potential cancer risk to humans. For these reasons, 19 states have taken steps to ban or

regulate its use. The most significant of the bans (in California and New York) took effect

at the end of 2003, leading many to suggest that Congress revisit the issue to modify the

oxygenate requirement and set more uniform national requirements regarding MTBE and its

potential replacements (principally ethanol).

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Support for eliminating the oxygen requirement on a nationwide basis is widespread

among environmental groups, the petroleum industry, and states. In general, these groups

have concluded that gasoline can meet the same low emission performance standards as RFG

without the use of oxygenates. But potential opposition to enacting legislation removing the

oxygen requirement arises from a number of agricultural interests. Nearly 10% of the

nation’s corn crop is used to produce the competing oxygenate, ethanol. If MTBE use is

reduced or phased out, but the oxygen requirement remains in effect, ethanol use will soar,

increasing demand for corn. Ethanol use has already grown substantially as MTBE begins

to be phased out. Conversely, if the oxygen requirement is waived by EPA or legislation, not

only will MTBE use decline, but so, likely, would demand for ethanol. Thus, Members of

Congress and Senators from corn states have taken a keen interest in MTBE legislation.

Both H.R. 6 and S. 2095 contained numerous MTBE and ethanol provisions in Title

XV. They would have banned the use of MTBE as a fuel additive, except in states that

specifically authorized its use, after December 31, 2014, unless the President determined not

to ban it. The Clean Air Act requirement to use MTBE or other oxygenates in RFG would

have been repealed, 270 days after enactment. In place of this requirement, the bills would

have provided a major stimulus to the use of ethanol: under a renewable fuels standard

(RFS), annual production of gasoline would have been required to contain at least 5 billion

gallons of ethanol or other renewable fuel (about double the current production of ethanol)

by 2012. To prevent backsliding on air quality, the bills required that the reductions in

emissions of toxic substances achieved by RFG be maintained; they authorized $2 billion in

grants to assist merchant MTBE production facilities in converting to the production of other

fuel additives. The bills also authorized funds for MTBE cleanup, and perhaps most

controversially, H.R. 6 would have provided a “safe harbor” from product liability lawsuits

for producers of MTBE, ethanol, and other renewable fuels: product liability lawsuits have

been used to force petroleum and chemical companies to pay for cleanup of ground and

surface water contaminated by releases of fuels containing MTBE. The safe harbor provision

was cited by numerous opponents of H.R. 6 in Senate debate on the conference report. As

a result, S. 2095 dropped it while retaining all of the other MTBE and ethanol provisions.

(For a detailed comparison of the House, Senate, and conference provisions, see CRS Report

RL31912, Renewable Fuels and MTBE: Side-by-Side Comparison of House and Senate

Energy Bills and the Conference Report on H.R. 6. For additional background on the MTBE

issue, see CRS Report 98-290, MTBE in Gasoline: Clean Air and Drinking Water Issues.

For information on ethanol, see CRS Report RL30369, Fuel Ethanol: Background and

Public Policy Issues.)

New Source Review (NSR). The most prominent air quality issue for much of 2003

was whether to modify the Clean Air Act’s New Source Review requirements. EPA

promulgated changes to these rules on December 31, 2002 and October 27, 2003, the net

effect of which will be to allow modification of numerous existing major sources of air

pollution without subjecting them to current emission standards.

The controversy over the NSR process stems from EPA’s application of New Source

Performance Standards to existing stationary sources of air pollution that have been

modified. The Clean Air Act states that new sources (subject to NSR) include modifications

of existing sources as well as plants that are totally new. Industry has generally avoided the

NSR process, however, by claiming that changes to existing sources were “routine

maintenance” rather than modifications. In the 1990s, EPA began reviewing records of

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electric utilities, petroleum refineries, and other industries to determine whether the changes

were routine. As a result of these reviews, since late 1999, EPA and the Department of

Justice have filed suit against 17 electric utilities, claiming that they made major

modifications to 64 plants in 16 states, extending their lives and increasing their electric

generating capacity without undergoing required New Source Reviews and without installing

best available pollution controls. With four exceptions, these suits were filed during the

Clinton Administration.

Six of the 17 utilities charged with NSR violations (Tampa Electric, PSEG of New

Jersey, Dominion Resources/Virginia Electric Power, Wisconsin Electric Power, Southern

Indiana Gas and Electric, and South Carolina Public Service Authority/Santee Cooper) have

settled with EPA, agreeing to spend more than $3.5 billion over the next decade on pollution

controls or fuel switching in order to reduce emissions at their affected units. One other

utility (Cinergy) reached agreement in principle four years ago to spend more than $1 billion

to resolve NSR violations, but final settlement negotiations have not been concluded. An

eighth utility, the Tennessee Valley Authority, has announced plans to spend $1.5 billion to

reduce emissions at four of its plants, although not as part of a settlement agreement. Since

July 25, 2000, the Agency also reached 12 agreements with petroleum refiners representing

more than 40% of industry capacity. The refiners agreed to settle potential charges of NSR

violations by paying fines and installing equipment to eliminate 200,000 tons of pollution.

Most of the utilities have not settled with EPA. They and other critics of the Agency’s

enforcement actions claim that EPA reinvented the rules. They contend that a strict

interpretation of what constitutes routine maintenance will prevent them from making

changes that were previously allowed, without a commitment of time and money for permit

reviews and the installation of expensive pollution control equipment. This provides

disincentives for power producers, refiners, and others to expand output at existing facilities,

they maintain.

The first case involving one of the non-settling utilities went to trial in February 2003.

In an August 7, 2003 decision, U.S. District Judge Edmund Sargus found that Ohio Edison

had violated the Clean Air Act 11 times in modifying its W.H. Sammis power plant.

Penalties are to be determined in a separate trial that has been delayed, pending settlement

negotiations.

EPA has promulgated five sets of changes to NSR. The most controversial are new

regulations defining what constitutes routine maintenance, which is exempt from review.

These changes appeared in the Federal Register October 27, 2003. The new regulations

would exempt industrial facilities from undergoing NSR (and thus from installing new

emission controls) if they are replacing safety, reliability, and efficiency rated components

with new, functionally equivalent equipment, and if the cost of the replacement components

is less than 20% of the replacement value of the process unit. Using this benchmark, few,

if any, plant modifications would trigger new pollution controls.

These changes are highly controversial. The Administration and its supporters have

characterized them as a streamlining or improvement of the program; others see them as

permanently “grandfathering” older, more polluting facilities from ever having to meet the

clean air standards required of newer plants. On the day the first set of changes were

promulgated (December 31, 2002), nine Northeastern states filed suit to overturn them. In

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addition, 14 states and numerous municipalities have filed suit to block the “routine

maintenance” portion of the rule. This portion of the rule was stayed by the U.S. Court of

Appeals for the D.C. Circuit, December 24, 2003.

Implementation of the changes also raises questions about the Agency’s ongoing NSR

enforcement actions. While the Agency stated in the new rule that “we do not intend our

actions today to create retroactive applicability for today’s rule,” continued pursuit of the

enforcement actions filed during the Clinton Administration would create a double standard

for utilities, with one set of rules applicable to those utilities unlucky enough to have been

cited for violations prior to promulgation of the new rule, and a different standard applicable

afterwards. Despite earlier Agency denials that the rule would affect ongoing investigations,

in early November 2003, EPA’s enforcement chief, J.P. Suarez, and another EPA official

were reported to have indicated that the Agency would drop enforcement actions against 47

facilities that had already received notices of violation, and would drop investigations of

possible violations at an additional 70 power companies. Agency staff who were involved

in the enforcement actions argue the prospect of an NSR rollback caused utilities already

charged with violations to withdraw from settlement negotiations over the pending lawsuits,

delaying emission reductions that could have been achieved in the near future. (For

additional information, see CRS Report RS21608, Clean Air and New Source Review:

Defining Routine Maintenance, and CRS Report RL31757, Clean Air: New Source Review

Policies and Proposals.)

On January 22, 2003, the Senate narrowly defeated an amendment offered by Senator

Edwards (S.Amdt. 67 to H.J.Res. 2) that would have delayed implementation of changes to

the NSR requirements for six months pending a study by the National Academy of Sciences.

The Senate approved a separate amendment offered by Senator Inhofe (S.Amdt. 86) directing

NAS to conduct such a study, but not delaying implementation of the standards. The Inhofe

amendment was enacted as Section 356 of the FY2003 Omnibus Appropriations bill (P.L.

108-7). The study began in May 2004, with an expected completion date of December 2005.

Besides the ongoing NAS study, on April 21, 2003, the National Academy of Public

Administration released a report commissioned by Congress that made sweeping

recommendations to modify NSR. The study panel recommended that Congress end the

“grandfathering” of major air emission sources, by requiring all major sources that have not

obtained an NSR permit since 1977 to install Best Available Control Technology or Lowest

Achievable Emissions Rate control equipment. In the interim, the NAPA panel concluded,

EPA and the Department of Justice should continue to enforce NSR vigorously, especially

for changes at existing facilities.

Clear Skies / Multi-Pollutant Legislation. In addition to its proposed and

promulgated regulatory changes in NSR, the Administration has asked Congress to modify

Clean Air Act requirements for power plants by enacting “Clear Skies” or “multi-pollutant”

legislation. A number of bills were introduced in the 108th Congress, in either three- or fourpollutant versions. The three-pollutant bills would have set standards for sulfur dioxide,

nitrogen oxides, and mercury. The four-pollutant bills added carbon dioxide to the mix.

Such legislation, it is argued — whether in three- or four-pollutant form — would both

reduce emissions and encourage investment in new plants by providing certainty regarding

future regulatory requirements. In some proposed bills, the new requirements would replace

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numerous existing regulatory programs, including NSR, New Source Performance Standards,

Prevention of Significant Deterioration, Lowest Achievable Emission Rate standards, Best

Available Retrofit Technology, and regulations under development to control mercury

emissions from electric utilities.

The number of prospective regulations on power plant emissions has suggested to many

in industry, environmental groups, Congress, and the Administration that the time is ripe for

such comprehensive legislation. The key questions are how stringent the controls should be,

and whether carbon dioxide (CO2) will be among the emissions subject to controls.

Regarding the stringency issue, bills introduced in the 108th Congress would have

required reduction of NOx emissions to 1.5 or 1.7 million tons per year (a 70%-80%

reduction from 1998 levels) and reduction of sulfur dioxide emissions to 2.23-3.0 million

tons per year (also a reduction of 70%-80% versus 1998). Regarding mercury, the bills

would have either required EPA to determine the level of reductions, or required reductions

of 70%-90% from current levels of emissions (from 48 to 5, 10, or 15 tons annually,

depending on the bill). In the most stringent of the bills (Senator Jeffords’ S. 366 and

Representative Waxman’s H.R. 2042), these reductions would have taken place by 2008 or

2009. Four of the bills (Senator Jeffords’, Representative Waxman’s, Senator Carper’s S.

843, and Representative Bass’s H.R. 3093) would also have set caps on CO2 emissions, at

the level emitted in 1990 or 2000. (For additional information and a detailed comparison of

the legislative proposals, see CRS Report RL31779, Air Quality: Multi-Pollutant Legislation

in the 108th Congress and CRS Report RL31881, Mercury Emissions to the Air: Regulatory

and Legislative Proposals.)

The Administration’s “Clear Skies” bill (H.R. 999/S. 485) and a variant of it introduced

later by Senator Inhofe (S. 1844) envisioned less stringent standards than those in the other

bills, phased in over a much longer period of time. For NOx, the Administration would have

reduced emissions to 1.7 million tons per year by 2018, with an intermediate limit of 2.1

million tons in 2008. For sulfur dioxide, the limit would have been 3.0 million tons annually

in 2018, with an intermediate limit of 4.5 million tons in 2010. For mercury, the limit would

have been 26 tons per year in 2010, declining to 15 tons in 2018. (The Inhofe bill changed

the interim mercury limit to 34 tons.) “Clear Skies” and most of the other bills envision a

system like that used in the acid rain program, where national or regional caps on emissions

are implemented through a system of tradeable allowances.

The Administration opposes controls on CO2, viewing them as a step towards

implementing the Kyoto Protocol to the United Nations Framework Convention on Climate

Change, which it opposes. The absence of CO2 from the mix leads to different strategies for

achieving compliance, preserving more of a market for coal, and lessening the degree to

which power producers might switch to natural gas or renewable fuels as a compliance

strategy.

Clear Skies and other multipollutant bills were not taken up by either the House or the

Senate. The House, with its larger Republican majority and more formal rules, could

presumably have passed Clear Skies if the leadership decided to make it a priority. In the

Senate, however, Clear Skies did not enjoy a majority in the Environment and Public Works

Committee, to which the bill and other multipollutant bills were referred. Faced with this

obstacle, some suggested that the Senate leadership take the bill directly to the Senate floor,

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bypassing the committee; but it would probably have faced determined opposition there, as

well. Thus, the Environment Committee and the Energy and Commerce Committee held

hearings and the Administration continued to say the bill was a high priority, but the

prospects for action in the 108th Congress gradually disappeared. (For additional

information on regulation of electric utility emissions, see CRS Report RS20553, Air Quality

and Electricity: Initiatives to Increase Pollution Controls.)

Mercury from Power Plants. In addition to all the other regulatory and legislative

proposals related to power plants discussed above, in mid-December 2003 EPA proposed

regulations addressing mercury, SO2, and NOx under its existing legislative authority.

(These proposals appeared in the Federal Register January 30, 2004.) The Agency was

required by the terms of a 1998 consent agreement to propose Maximum Achievable Control

Technology (MACT) standards under Section 112 of the Clean Air Act for emissions of

hazardous air pollutants (principally mercury and nickel) from electric power plants by

December 15, 2003. The Agency’s proposal offered two alternatives, one of which would

be chosen after review of public comment and further analysis, and promulgated by March

15, 2005. The first alternative met the Agency’s requirement under the consent agreement

by proposing MACT standards. The standards would apply on a facility-by-facility basis,

and would result in emissions of 34 tons of mercury annually, a reduction of about 30% from

the 1999 level. They would take effect in 2008, three years after promulgation, with possible

one-year extensions.

The second mercury alternative would use Section 111(d) of the act, a section of the act

rarely used before — and never for hazardous air pollutants. Under this proposal, there

would be a national “cap and trade” system for power plant emissions of mercury. The cap

would be 15 tons of emissions nationwide in 2018 (about a 70% reduction from 1999 levels).

There would also be an intermediate cap in 2010. The Agency did not specify this cap,

except to say that it would be the level of reductions achieved under its Interstate Air Quality

Rule (as explained below). The caps would be implemented through an “allowance” system

similar to that used in the acid rain program, through which utilities could either control the

pollutant directly or purchase excess allowances from other plants that have controlled more

stringently than they were required. Early reductions could be banked for later use, which

the Agency says would result in reductions being achieved sooner than required. If this

happens, however, it would also mean that the full 70% reduction would be delayed well

beyond 2018, as utilities used up their banked allowances rather than installing further

controls.

One of the main criticisms of the cap and trade proposal is that it would not address “hot

spots,” areas where mercury emissions and/or concentrations in water bodies are greater than

elsewhere. It would allow a facility to purchase allowances and avoid any emission controls,

if that compliance approach makes the most sense to the plant’s owners and operators. If

plants near hot spots do so, the cap and trade system may not have an impact on mercury

concentrations at the most contaminated sites. By contrast, a MACT standard requires

reductions at all plants, and would therefore be expected to improve conditions at hot spots.

The Section 111 mercury proposal mirrors the approach of Clear Skies, as does EPA’s

simultaneous proposal to regulate emissions of SO2, and NOx from power plants in 29

eastern states and the District of Columbia. This proposal (the Interstate Air Quality Rule,

IAQR, or Clean Air Interstate Rule) is designed to reduce interstate transport of fine

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particulates (PM2.5) and ozone in order to facilitate attainment of the new PM2.5 and ozone

standards. Like the mercury proposal, the IAQR would establish a cap and trade program,

with caps in 2010 and 2015.

Many argue that the mercury regulations should be more stringent or implemented more

quickly. These arguments and EPA’s counterarguments rest on assumptions concerning the

availability of control technologies. Controlling SO2, NOx, and mercury simultaneously, as

the Agency prefers, would allow utilities to maximize “co-benefits” of emission controls.

Controls such as scrubbers and fabric filters, both of which are widely used today to control

SO2 and particulates, have the side effect (or co-benefit) of reducing mercury emissions to

some extent. EPA has attempted to calibrate the required SO2 and mercury standards to

substantially reduce the costs of compliance. In fact, under EPA’s preferred (cap and trade)

mercury proposal, the 2010 mercury emission standard would be set at the level of these cobenefits. Thus, no controls would be required to specifically address mercury emissions until

2018, and the costs specific to controlling mercury before then would be zero. The Agency’s

MACT alternative, which would take effect in early 2008, makes the same technology

assumptions. It sets a limit of 34 tons of mercury emissions, a reduction of only 29%

compared to 1999 levels (and probably less if compared to current emissions).

Besides citing the cost advantage of relying on co-benefits, EPA claims that technology

specifically designed to control mercury emissions (such as activated carbon injection, ACI)

would not be generally available until after 2010. This assertion is widely disputed. ACI and

fabric filters have been in use on municipal waste and medical waste incinerators for nearly

a decade, and have been successfully demonstrated on at least four coal-fired power plants.

Manufacturers of pollution controls and many others maintain that, if the Agency required

the use of ACI and fabric filters at power plants, reductions in mercury emissions as great

as 90% could be achieved at reasonable cost in the immediate future.

The Agency can take cost into consideration under the MACT rules, and cost to electric

utilities appears to have been a determining factor in EPA’s analysis. But calculations of

overall societal costs seem to support the imposition of a more stringent standard. The

Agency projects MACT compliance costs at $945 million per year, versus quantifiable

annual benefits of more than $15 billion (a 16 to 1 advantage). The IAQR would achieve

greater reductions of mercury and have a benefit-cost ratio of 21 to 1. If minimizing costs

to society is the criterion, a more stringent standard would better achieve that end.

In addition to the arguments over technology availability and cost, it is unclear whether

EPA has legislative authority to establish a cap and trade program for mercury: many argue

that the Agency is required by the statute to impose MACT standards on each individual

plant once it has decided to control mercury emissions. Questions have also arisen regarding

the role of industry lobbyists in crafting portions of the EPA proposal. For many of these

reasons, 45 Senators wrote EPA Administrator Leavitt at the beginning of April 2004 to

request that he withdraw the mercury proposal and begin over. In June, 178 House members

wrote Leavitt that they hoped further review “will lead to a stronger final rule.” If

promulgated in a form similar to the Agency’s proposal, it appears likely the rule will be

subject to court challenge. (For additional information on the mercury and IAQR proposals,

see CRS Report RL31881, Mercury Emissions to the Air: Regulatory and Legislative

Proposals, and CRS Report RL32273, Air Quality: EPA’s Proposed Interstate Air Quality

Rule.)

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Conformity of Transportation Plans and SIPs. A sixth clean air issue

considered in the 108th Congress was the conformity of metropolitan area transportation

plans with the Clean Air Act. Under the act, areas that have not attained one or more of the

six National Ambient Air Quality Standards must develop State Implementation Plans (SIPs)

demonstrating how they will reach attainment. At least 124 areas with a combined

population in excess of 159 million are subject to the SIP requirements. Section 176 of the

Clean Air Act prohibits federal agencies from funding projects in these areas unless they

“conform” to the SIPs. Specifically, projects must not “cause or contribute to any new

violation of any standard,” “increase the frequency or severity of any existing violation,” or

“delay timely attainment of any standard.” Because new highways generally lead to an

increase in vehicle miles traveled and related emissions, both the statute and regulations

require that an area’s Transportation Improvement Program (TIP), which identifies major

highway and transit projects an area will undertake, demonstrate conformity each time it is

revised (i.e., at least every two years). Highway and transit projects in most nonattainment

areas cannot receive federal funds unless they are part of a conforming TIP.

The impact of conformity requirements is expected to grow in the next few years for

several reasons. The growth of emissions from SUVs and other light trucks and greater than

expected increases in vehicle miles traveled have both made it more difficult to demonstrate

conformity; recent court decisions have tightened the conformity rules; and the

implementation of more stringent air quality standards for both ozone and fine particulates

in 2004 means that additional areas are subject to conformity. Thus, numerous metropolitan

areas could face a temporary suspension of highway and transit funds unless they impose

sufficient reductions in vehicle, industrial, or other emissions. In a 2003 report, the

Government Accountability Office (GAO) found that, over the preceding six years, only five

metropolitan areas had to change transportation plans in order to resolve a conformity lapse;

but about one-third of local transportation planners surveyed expected to have difficulty

demonstrating conformity in the future. (See U.S. GAO, Environmental Protection: Federal

Planning Requirements for Transportation and Air Quality Protection Could Potentially Be

More Efficient and Better Linked, April 2003.)

The Clean Air Act provides no authority for waivers of conformity, and the only grace

period allowed is for one year following an area’s initial designation as nonattainment. Only

a limited set of exempt projects (mostly safety-related or replacement and repair of existing

transit facilities) can be funded in lapsed areas: the rules do not even allow funding of new

projects that might reduce emissions, such as new transit lines. These limitations are among

the issues of concern. In addition, many have raised concerns about a mismatch between the

SIP, TIP, and long range transportation planning cycles, and have called for less frequent, but

better coordinated demonstrations of conformity.

In the 108th Congress, conformity provisions were contained in S. 1072, the surface

transportation bill passed by the Senate February 12, 2004, and H.R. 3550, the House version

that passed April 2, 2004. The Senate bill would have required less frequent conformity

demonstrations (at least every four years instead of every two years in current law), and

would have shortened the planning horizon over which conformity must be demonstrated to

10 years in most cases, instead of the current 20 years. The House version of the bill was

similar, but it would have required that the local air pollution control agency agree if the

planning horizon were to be shortened. The House bill also would have established a 12month grace period following a failure to demonstrate conformity before a lapse would be

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declared. Conferees began meeting to reconcile differences in the House and Senate bills on

June 14, but did not report a bill. (For additional information, see CRS Report RL32106,

Transportation Conformity Under the Clean Air Act: In Need of Reform?)

Small Engines. Section 209 of the Clean Air Act allows California to adopt and

enforce emission standards for some nonroad engines and vehicles, a category including such

equipment as lawnmowers, chain saws, leaf blowers, and string trimmers. It also permits

other states that contain nonattainment or maintenance areas for any of the National Ambient

Air Quality Standards to adopt the California standards. Beginning in 1990, California has

used this authority to set emission requirements for lawn and garden equipment, as well as

other nonroad engines. California served as a model for what eventually became national

standards for new small engines. On September 25, 2003, the California Air Resources

Board (CARB) adopted “Tier 3” standards that would require further emission reductions

from new small engines, beginning in 2007.

Manufacturers of the equipment raised several objections to the new standards,

including safety issues (related to heat generated by catalytic converters), increased cost, and

the potential impacts if other states adopt California standards. One manufacturer, Briggs

and Stratton, stated that if the standards were implemented, it would be forced to move

production facilities abroad, with the potential loss of more than 20,000 jobs.

In response to these concerns, on September 5, 2003, the Senate Appropriations

Committee approved a legislative rider to S. 1584, the VA-HUD, Independent Agencies

Appropriation bill that would have amended Section 209 to strip California and other states

of their authority to regulate small engines. A modified amendment was approved by voice

vote in the full Senate on November 12 (S.Amdt. 2156), and the appropriation bill passed

the Senate as H.R. 2861, November 18. The bill then went to a conference on the omnibus

appropriations measure, however, where the amendment was stripped from the bill on

November 19. Opponents of the amendment claimed that the industry arguments were

overstated. They noted that it would deprive California of the ability to reduce emissions and

place in jeopardy $2.5 billion annually in federal highway funds. Objections were also raised

on procedural grounds that the amendment was a legislative provision that did not belong in

an appropriations measure. Instead, the conference report (H.Rept. 108-401), which was

approved by the House December 8, 2003, approved by the Senate January 22, 2004, and

signed by the President January 23, 2004 (P.L. 108-199) would allow California to set such

standards, would prohibit other states from following suit, and would require EPA to

promulgate revised national standards for nonroad engines smaller than 50 horsepower by

December 31, 2005.

LEGISLATION

(This listing does not include bills whose principal purpose is to address global climate

change. For information on that subject, including a list of bills introduced, see CRS Issue

Brief IB89005, Global Climate Change.)

H.R. 6 (Tauzin) / H.R. 4503 (Barton). Energy Policy Act of 2003/2004. Title XV

amends the Clean Air Act to: remove the oxygen content requirement for RFG; increase

production and use of renewable fuels such as ethanol; ban use of MTBE in motor fuels after

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2014 unless the President determines otherwise and except in states where the Governor

authorizes its use; provide a “safe harbor” from lawsuits for producers of renewable fuels and

MTBE; provide assistance for conversion of merchant MTBE production facilities; and

prevent backsliding on emissions of toxic air pollutants from RFG. Section 1443 amends

the Clean Air Act to extend deadlines for ozone nonattainment areas affected by emissions

in upwind areas. Incorporates provisions of H.R. 1644 (Barton), reported April 8, 2003

(H.Rept. 108-65, Part 1, Title IX). H.R. 6 introduced April 7, 2003; referred to Committees

on Energy and Commerce, Science, Ways and Means, Resources, Education and the

Workforce, Transportation and Infrastructure, Financial Services, and Agriculture. Passed

House, 247-175, April 11. Received in the Senate, April 29. Amended by S.Amdt. 1537 and

passed, 84-14, July 31. Conference Report (H.Rept. 108-375) adopted by the House

November 18, 2003. H.R. 4503 (identical to the conference version of H.R. 6) introduced

June 3, 2004. Passed House, 244-178, June 15, 2004.

H.R. 185 (Serrano). Amends the Internal Revenue Code of 1986 to provide a business

credit relating to the use of clean-fuel vehicles by businesses within areas designated as

nonattainment areas under the Clean Air Act. Introduced January 7, 2003; referred to

Committee on Ways and Means

H.R. 203 (Sweeney). Amends the Clean Air Act to reduce emissions of sulfur dioxide,

nitrogen oxides, and mercury from electric powerplants. Introduced January 7, 2003;

referred to Committee on Energy and Commerce.

H.R. 244 (Issa). Amends the Clean Air Act to permit the exclusive application of

California State regulations regarding reformulated gasoline in federal RFG areas within the

State. Introduced January 7, 2003; referred to Committee on Energy and Commerce.

H.R. 427 (Sensenbrenner). Fuel Price Stability Act of 2003. Amends the Clean Air

Act to allow the Governors of Illinois, Indiana, and Wisconsin to permit the sale of

conventional gasoline in a reformulated gasoline area if the Governor finds that reduced

availability of RFG has resulted in, or is likely to result in, a significant price increase in that

area. Introduced January 28, 2003; referred to Committee on Energy and Commerce.

H.R. 673 (K. Brady). Safe Highways and Roads Act of 2003. Repeals the existing

transportation conformity regulations, replacing them with those in effect prior to a March

1999 court decision, and requires EPA to promulgate revised criteria and procedures for

conformity within one year. Introduced February 11, 2003; referred to Committee on Energy

and Commerce.

H.R. 837 (C. Peterson). Fuels Security Act of 2003. Amends the Clean Air Act to

ban MTBE from the U.S. fuel supply not later than four years after enactment, to eliminate

the oxygen content require-ment for reformulated gasoline while maintaining reductions in

emissions of air toxics, to increase production and use of renewable fuels such as ethanol to

5 billion gallons per year by 2012, to provide a “safe harbor” from liability resulting from the

use of renewable fuels, to require federal agencies to purchase fuels containing ethanol and

biodiesel if available at competitive prices, and to authorize $400 million for remediation of

MTBE contamination and $750 million in grants for conversion of merchant MTBE

production facilities. Introduced February 13, 2003; referred to Committee on Energy and

Commerce.

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H.R. 999 (Barton, by request). Clear Skies Act of 2003. The Administration’s multipollutant legislation for electric utility emissions of sulfur dioxide, nitrogen oxides, and

mercury. Introduced February 27, 2003; referred to Committee on Energy and Commerce.

Hearing, Subcommittee on Energy and Air Quality, July 8, 2003.

H.R. 1020 (P. Ryan). Amends the Clean Air Act requirements relating to gasoline to

prevent future supply shortages and price spikes in the gasoline market by reducing the

proliferation of “boutique fuels.” Introduced February 27, 2003; referred to Committee on

Energy and Commerce.

H.R. 1891 (Paul). Amends the Clean Air Act to prohibit liability for the effects of

emissions resulting from or caused by an act of nature including volcanic eruptions and dust

storms; accident; war; terrorism; or fires that occur beyond a local jurisdiction related to land

clearing, agriculture and ecological restoration and management. Introduced April 30, 2003;

referred to Committee on Energy and Commerce and Committee on the Judiciary.

H.R. 2042 (Waxman). Clean Smokestacks Act of 2003. Amends the Clean Air Act

to reduce emissions of sulfur dioxide, nitrogen oxides, mercury, and carbon dioxide from

electric powerplants. Introduced May 8, 2003; referred to Committee on Energy and

Commerce.

H.R. 2136 (P. King). Amends the Clean Air Act to prohibit the use of MTBE as a

gasoline additive and to repeal the oxygenate requirement for reformulated gasoline, and to

provide funding for the clean up of underground storage tanks. Introduced May 15, 2003;

referred to Committee on Energy and Commerce.

H.R. 2253 (Pombo). Amends the Clean Air Act to require EPA to ban the use of

MTBE in gasoline as soon as practicable and to prohibit any gasoline additive unless it has

been determined (through scientific testing and peer review) not to have any adverse effects

on the public. Introduced May 22, 2003; referred to Committee on Energy and Commerce.

H.R. 2865 (Cardoza). Clean Air Incentive Act of 2003. Amends the Internal Revenue

Code of 1986 to provide a credit for qualified clean-fuel vehicles which are used in serious,

severe, or extreme ozone nonattainment areas. Introduced July 24, 2003; referred to

Committee on Ways and Means.

H.R. 3093 (Bass). Clean Air Planning Act of 2003. House version of S. 843.

Introduced September 16, 2003; referred to Committee on Energy and Commerce.

H.R. 3403 (Radanovich). Amends the Clean Air Act to modify provisions regarding

methyl bromide. Introduced October 29, 2003; referred to Committee on Energy and

Commerce.

H.R. 3550 (Young). Transportation Equity Act: A Legacy for Users. Reauthorizes

highway and transit programs, including the Congestion Mitigation and Air Quality program.

Also modifies the Clean Air Act’s conformity provisions. Introduced November 20, 2003;

referred to Committees on Transportation and Infrastructure, Education and the Workforce,

Energy and Commerce, Judiciary, Resources, and Science. Reported, amended, H.Rept. 108452, March 29, 2004. Passed House 357-65, April 2, 2004.

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H.R. 3555 (Moran). Amends the Clean Air Act to prohibit stationary sources located

in ozone nonattainment areas from purchasing nitrogen oxide emission credits under EPA’s

nitrogen oxide trading program without the consent of the State in which the source is

located. Introduced November 20, 2003; referred to Committee on Energy and Commerce.

H.R. 4309 (Hill). Amends the Clean Air Act to delay the designation of certain

counties as nonattainment areas for ozone under the 8-hour ozone standard and to establish

specific requirements for such counties. Introduced May 6, 2004; referred to Committee on

Energy and Commerce.

H.R. 4545 (Blunt). Amends the Clean Air Act to reduce the proliferation of boutique

fuels. Introduced June 14, 2004; referred to Committee on Energy and Commerce.

Considered under suspension of the rules, June 16, 2004. Passage failed, 236-194.

H.R. 4652 (Nussle). Energy Independence Act of 2004. Amends the Clean Air Act to

prohibit the use of MTBE as a fuel additive and to stimulate the use of ethanol. Provides tax

incentives for energy efficiency and renewable fuels. Introduced June 23, 2004; referred to

Committees on Energy and Commerce and on Ways and Means.

H.R. 4774 (Filner). FAIR (Foreign Air Impact Regulation) AIR Act of 2004. Amends

the Clean Air Act to delay the effect of reclassifying certain nonattainment areas adjacent to

an international border. Introduced July 7, 2004; referred to Committee on Energy and

Commerce.

H.R. 5165 (Blunt). Boutique Fuels Reduction Act of 2004. Amends the Clean Air Act

to prohibit EPA from approving additional fuels if such approval would increase the number

of fuels approved in State Implementation Plans. Allows waivers of fuel requirements during

supply emergencies. Introduced September 29, 2004; referred to Committee on Energy and

Commerce.

H.Amdt. 338 to H.R. 2861 (Allen). Amends the VA, HUD, Independent Agencies

Appropriation bill to prohibit EPA from placing a lower statistical value on the lives of older

Americans than the lives of other adults when conducting statistical analyses of the costs and

benefits of Clean Air Act regulations. Offered July 25, 2003; agreed to by voice vote.

S. 366 (Jeffords). Clean Power Act of 2003. Amends the Clean Air Act to reduce

emissions of sulfur dioxide, nitrogen oxides, mercury, and carbon dioxide from electric

powerplants. Introduced February 12, 2003; referred to Committee on Environment and

Public Works.

S. 385 (Daschle). Fuels Security Act of 2003. Amends the Clean Air Act to ban

MTBE from the U.S. fuel supply not later than four years after the date of enactment, to

eliminate the oxygen content requirement for reformulated gasoline while maintaining

reductions in emissions of toxic air pollutants, to increase production and use of renewable

fuels such as ethanol to 5 billion gallons per year by 2012, to provide a “safe harbor” from

liability resulting from the use of renewable fuels, to require federal agencies to purchase

gasoline containing at least 10% ethanol and diesel fuel containing biodiesel provided they

are available at a generally competitive price, to authorize $400 million from the Leaking

Underground Storage Tank Fund for remediation of MTBE contamination, and to authorize

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$750 million in grants for conversion of merchant MTBE production facilities. Introduced

February 13, 2003; referred to Committee on Environment and Public Works.

S. 484 (Leahy). Amends the Clean Air Act to establish requirements concerning the

operation of fossil fuel-fired electric utility steam generating units, commercial and industrial

boiler units, solid waste incineration units, medical waste incinerators, hazardous waste

combustors, chlor-alkali plants, and Portland cement plants to reduce emissions of mercury

to the environment. Introduced February 27, 2003; referred to Committee on Environment

and Public Works.

S. 485 (Inhofe, by request). Clear Skies Act of 2003. The Administration’s multipollutant legislation for electric utility emissions of sulfur dioxide, nitrogen oxides, and

mercury. Introduced February 27, 2003; referred to Committee on Environment and Public

Works.

S. 791 (Inhofe). Reliable Fuels Act. Amends the Clean Air Act to remove the oxygen

content requirement for RFG, to eliminate MTBE from the U.S. fuel supply except in states

that specifically authorize its use, to increase production and use of renewable fuels such as

ethanol, to provide a “safe harbor” from lawsuits for producers of renewable fuels, and to

prevent backsliding on emissions of toxic air pollutants from RFG. Also amends the Solid

Waste Disposal Act to authorize funding for cleanup of MTBE. Introduced April 3, 2003;

referred to Committee on Environment and Public Works. Reported, with amendments, June

3, 2003 (S.Rept. 108-57). Similar language was added to S. 14 June 5, 2003, by S.Amdt. 850.

S. 843 (Carper). Clean Air Planning Act of 2003. Amends the Clean Air Act to reduce

emissions of sulfur dioxide, nitrogen oxides, mercury, and carbon dioxide from electric

powerplants. Introduced April 9, 2003; referred to Committee on Environment and Public

Works.

S. 1052 (Inhofe). Safe, Accountable, Flexible, and Efficient Transportation Equity Act

of 2003. Reauthorizes highway and transit programs, including the Congestion Mitigation

and Air Quality program. Also modifies the Clean Air Act’s conformity provisions.

Introduced May 15, 2003; referred to Committee on Environment and Public Works.

Reported, amended, January 9, 2004 (S.Rept. 108-222). Passed Senate, 76-21, February 12,

2004.

S. 1407 (Edwards). Concentrated Livestock Existing Alongside Nature Act. Among

other purposes, amends the Clean Air Act to direct EPA to promulgate national primary

ambient air quality standards for hydrogen sulfide and ammonia as measured at any point on

the property line of a concentrated animal feeding operation (CAFO). Introduced July 15,

2003; referred to Committee on Agriculture, Nutrition, and Forestry.

S. 1844 (Inhofe). Clear Skies Act of 2003. Modifies the Administration’s Clear Skies

bill (S. 485) to raise the interim (2010) cap on mercury emissions, allow one-year extensions

of the emission cap deadlines, and modify the emissions allowance system. Introduced

November 10, 2003; referred to Committee on Environment and Public Works.

S. 2095 (Domenici). Energy Policy Act of 2003. Energy bill similar to H.R. 6 in many

respects, but eliminating some its most controversial provisions. Contains the same clean

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air provisions as H.R. 6, but eliminates the “safe harbor” provisions. Introduced February

12, 2004.

S.Amdt. 67 (Edwards). Requires a study by the National Academy of Sciences of the

effects of the final rule relating to New Source Review promulgated December 31, 2002, to

determine whether it would result in any increase in air pollution or any adverse effect on

human health. Delays implementation of EPA’s changes to the NSR program for six months

to allow completion of the study. Amendment was not agreed to, by a vote of 46-50. Record

Vote Number 12.

S.Amdt. 86 (Inhofe). Requires a study by the National Academy of Sciences of the

effects of the final rule relating to New Source Review promulgated December 31, 2002, and

requires an interim report to Congress no later than March 3, 2004. Amendment was agreed

to, by a vote of 51-45. Record Vote Number 11. Enacted as Section 356 of H.J.Res. 2 (P.L.

108-7).

S.Amdt. 850 (Frist). Similar to S. 791. Introduced June 4, 2003. Amendment was

agreed to June 5, 2003, during debate on S. 14, by a vote of 67-29.

S.Amdt. 2156 to H.R. 2861 (Bond). Amends Section 209 of the Clean Air Act to

prohibit states from adopting or enforcing emission standards for engines smaller than 50

horsepower and to require EPA to propose national standards for small engines by December

1, 2004. Amendment was agreed to by voice vote, November 12, 2003.

S.Amdt. 2195 to H.R. 2861 (Durbin). Similar to H.Amdt. 338. Offered November

17, 2003; agreed to by voice vote.

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