Clean Air Act (United States)
|Long title||An Act to improve, strengthen, and accelerate programs for the prevention and abatement of air pollution, as amended.|
|U.S.C. sections created||42 U.S.C. ch. 85 (§§ 7401-7671q)|
|Clean Air Act of 1963 (77 Stat. 392, Pub.L. 88–206)|
Motor Vehicle Air Pollution Control Act of 1965 (79 Stat. 992, Pub.L. 89–272)
Air Quality Act of 1967 (81 Stat. 485, Pub.L. 90–148)
Clean Air Amendments of 1970 (84 Stat. 1676, Pub.L. 91–604)
Clean Air Act Amendments of 1977 (91 Stat. 685, Pub.L. 95–95)
Clean Air Act Amendments of 1990 (104 Stat. 2468, Pub.L. 101–549)
|United States Supreme Court cases|
|Union Elec. Co. v. EPA, 427 U.S. 246 (1976)|
Chevron v. NRDC, 467 U.S. 837 (1984)
Whitman v. Am. Trucking Ass'ns, 531 U.S. 457 (2001)
Massachusetts v. EPA, 549 U.S. 497 (2006)
The Clean Air Act is a United States federal law which limits national air pollution. Initially enacted in 1963 and amended in 1965, 1967, 1970, 1977, and 1990, it is one of the United States' first and most influential modern environmental laws, and one of the most comprehensive air quality laws in the world. As with many other major U.S. federal environmental statutes, it is administered by the U.S. Environmental Protection Agency (EPA), in coordination with state, local, and tribal governments.
In the United States, the "Clean Air Act" typically refers to the codified statute at 42 U.S.C. ch. 85. That statute is the product of multiple acts of Congress, one of which - the 1963 act - was actually titled the Clean Air Act, and another of which - the 1970 act - is most often referred to as such. In the U.S. Code, the statute itself is divided into subchapters, and the section numbers are not clearly related to the subchapters. However in the bills that created the law, the major divisions are called "Titles," and the law's sections are numbered according to the title (e.g., Title II begins with Section 201). In practice, EPA, courts, and attorneys often use the latter numbering scheme.
Although many parts of the statute are quite detailed, others set out only the general outlines of the law's regulatory programs, and leave many key terms undefined. Responsible agencies - primarily EPA - have therefore developed administrative regulations to carry out Congress's instructions. EPA's proposed and final regulations are published in the Federal Register, often with lengthy background histories. The existing CAA regulations are codified at 40 C.F.R. Subchapter C, Parts 50–98. These Parts more often correspond to the Clean Air Act's major regulatory programs.
Today, the major regulatory programs under the Clean Air Act are:
- National Ambient Air Quality Standards (NAAQS). How much ground-level ozone (O3), carbon monoxide (CO), particulate matter (PM10, PM2.5), lead (Pb), sulfur dioxide (SO2, and nitrogen dioxide (NO2) are allowed in the outdoor air. The NAAQS set the acceptable levels of certain air pollutants in the ambient air in the United States. Prior to 1965, there was no national program for developing ambient air quality standards, and prior to 1970 the federal government did not have primary responsibility for developing them. The 1970 CAA amendments required EPA to determine which air pollutants posed the greatest threat to public health and welfare and promulgate NAAQS and air quality criteria for them. The health-based standards were called "primary" NAAQS, while standards set to protect public welfare other than health (e.g., agricultural values) were called "secondary" NAAQS. In 1971, EPA promulgated regulations for sulfur oxides, particulate matter, carbon monoxide, photochemical oxidants, hydrocarbons, and nitrogen dioxide (36 FR 22384). Initially, EPA did not list lead as a criteria pollutant, controlling it through mobile source authorities, but it was required to do so after successful litigation by NRDC in 1976 (43 FR 46258). The 1977 CAA Amendments created a process for regular review of the NAAQS list, and created a permanent independent scientific review committee to provide technical input on the NAAQS to EPA. EPA added regulations for PM2.5 in 1997 (62 FR 38652), and updates the NAAQS from time to time based on emerging environmental and health science.
- National Emissions Standards for Hazardous Air Pollutants (NESHAPs). How much of 187 toxic air pollutants are allowed to be emitted from industrial facilities and other sources. Under the CAA, hazardous air pollutants (HAPs, or air toxics) are air pollutants other than those for which NAAQS exist, which threaten human health and welfare. The NESPHAPs are the standards used for controlling, reducing, and eliminating HAPs emissions from stationary sources such as industrial facilities. The 1970 CAA required EPA to develop a list of HAPs, and then develop national emissions standards for each of them. The original NESHAPs were health-based standards. The 1990 CAA Amendments (Pub.L. 101–549 Title III) codified EPA's list, and required creation of technology-based standards according to "maximum achievable control technology" (MACT). Over the years, EPA has issued dozens of NESHAP regulations, which have developed NESHAPs by pollutant, by industry source category, and by industrial process. There are also NESHAPs for mobile sources (transportation), although these are primarily handled under the mobile source authorities. The 1990 amendments (adding CAA § 112(d-f)) also created a process by which EPA was required to review and update its NESHAPs every eight years, and identify any risks remaining after application of MACT, and develop additional rules necessary to protect public health.
- New Source Performance Standards (NSPS).  Rules for the equipment required to be installed in new and modified industrial facilities, and the rules for determining whether a facility is "new." The 1970 CAA required EPA to develop standards for newly-constructed and modified stationary sources (industrial facilities) using the "best system of emission reduction which (taking into account the cost of achieving such reduction) the [EPA] determines has been adequately demonstrated." EPA issued its first NSPS regulation the next year, covering steam generators, incinerators, Portland cement plants, and nitric and sulfuric acid plants (36 FR 24876). Since then, EPA has issued dozens of NSPS regulations, primarily by source category. The requirements promote industrywide adoption of available pollution control technologies. However, because these standards apply only to new and modified sources, they promote extending the lifetimes of pre-existing facilities. In the 1977 CAA Amendments, Congress required EPA to conduct a "new source review" process (40 CFR 52, subpart I) to determine whether maintenance and other activities rises to the level of modification requiring application of NSPS.
- Acid Rain Program (ARP). An emissions trading program for power plants to control the pollutants that cause acid rain. The 1990 CAA Amendments created a new Title to address the issue of acid rain, and particularly nitrogen oxides (NOx) and sulfur dioxide (SO2) emissions from electric power plants powered by fossil fuels, and other industrial sources. The Acid Rain Program was the first emissions trading program in the United States, setting a cap on total emissions that was reduced over time by way of traded emissions credits, rather than direct controls on emissions. The program evolved in two stages: the first stage required more than 100 electric generating facilities larger than 100 megawatts to meet a 3.5 million ton SO2 emission reduction by January 1995. The second stage gave facilities larger than 75 megawatts a January 2000 deadline. The program has achieved all of its statutory goals.
- Ozone Layer Protection. A technology transition program to phase out the use of chemicals that harm the ozone layer. Consistent with the US commitments in the Montreal Protocol, CAA Title VI, added by the 1990 CAA Amendments, mandated regulations regarding the use and production of chemicals that harm Earth's stratospheric ozone layer. Under Title VI, EPA runs programs to phase out ozone-destroying substances, track their import and export, determine exemptions for their continued use, and define practices for destroying them, maintaining and servicing equipment that uses them, and identifying new alternatives to those still in use.
- Mobile Source Programs. Rules for pollutants emitted from internal combustion engines in vehicles. Since 1965, Congress has mandated increasingly stringent controls on vehicle engine technology and reductions in tailpipe emissions. Today, the law requires EPA to establish and regularly update regulations for pollutants that may threaten public health, from a wide variety of classes of motor vehicles, that incorporate technology to achieve the "greatest degree of emission reduction achievable," factoring in availability, cost, energy, and safety (42 U.S.C. § 7521).
- Onroad vehicles regulations. EPA sets standards for exhaust gases, evaporative emissions, air toxics, refueling vapor recovery, and vehicle inspection and maintenance for several classes of vehicles that travel on roadways. EPA's "light-duty vehicles" regulations cover passenger cars, minivans, passenger vans, pickup trucks, and SUVs. "Heavy-duty vehicles" regulations cover large trucks and buses. EPA first issued motorcycle emissions regulations in 1977 (42 FR 1122) and updated them in 2004 (69 FR 2397).
- Nonroad vehicles regulations. The 1970 CAA amendments provided for regulation of aircraft emissions (42 U.S.C. § 7571), and EPA began regulating in 1973. In 2012, EPA finalized its newest restrictions on NOx emissions from gas turbine aircraft engines with rated thrusts above 26.7 kiloNewton (3 short ton-force), meaning primarily commercial jet aircraft engines, intended to match international standards. EPA has been investigating whether to regulate lead in fuels for small aircraft since 2010, but has not yet acted. The 1990 CAA Amendments (Pub.L. 101–549 § 222) added rules for a "nonroad" engine program (42 U.S.C. § 7547), which expanded EPA regulation to locomotives, heavy equipment and small equipment engines fueled by diesel (compression-ignition), and gas and other fuels (spark-ignition), and marine transport.
- Voluntary programs. EPA has developed a variety of voluntary programs to incentivize and promote reduction in transportation-related air pollution, including elements of the Clean Diesel Campaign, Ports Initiative, SmartWay program, and others.
- Fuel Controls.  EPA has regulated the chemical composition of transportation fuels since 1967, with significant new authority added in 1970 to protect public health. One of EPA's earliest actions was the elimination of lead in U.S. gasoline beginning in 1971 (36 FR 1486, 37 FR 3882, 38 FR 33734), a project that has been described as "one of the great public health achievements of the 20th century." EPA continues to regulate the chemical composition of gasoline, avgas, and diesel fuel in the United States.
- State Implementation Plans (SIPs) (40 CFR 51, 40 CFR 52). Since its earliest version in 1963, the Clean Air Act has set up a cooperative federalist program for developing pollution control standards and programs. Rather than create an entirely federal system, the CAA imposes responsibilities on the U.S. states to create plans to implement the Act's requirements. EPA then reviews, amends, and approves those plans. EPA first promulgated SIP regulations in 1971 and 1972 (36 FR 15486, 37 FR 19807).
- Nonattainment Areas. The 1977 CAA Amendments added SIP requirements for areas that had not attained the applicable NAAQS ("nonattainment areas"). In these areas, states were required to adopt plans that made "reasonable further progress" toward attainment until all all "reasonably available control measures" could be adopted. As progress on attainment was much slower than Congress originally instructed, major amendments to SIP requirements in nonattainment areas were part of the 1990 CAA Amendments.
- Prevention of Significant Deterioration (PSD) (40 CFR 52.21). The 1977 CAA Amendments (Pub.L. 95–95 section 127, adding CAA Title I Part C, codified 42 U.S.C. ch. 85, subch. I), modified the SIP requirements to protect areas - including particularly wilderness areas and national parks - that already met the NAAQS; that is, to require SIPs to preserve good air in addition to cleaning up bad air. The new law also required New Source Review (investigations of proposed construction of new polluting facilities) to examine whether PSD requirements would be met.
- Title V Permitting. The 1990 amendments authorized a national operating permit program, covering thousands of large industrial and commercial sources. It required large businesses to address pollutants released into the air, measure their quantity, and have a plan to control and minimize them as well as to periodically report. This consolidated requirements for a facility into a single document. In non-attainment areas, permits were required for sources that emit as little as 50, 25, or 10 tons per year of VOCs depending on the severity of the region's non-attainment status. Most permits are issued by state and local agencies. If the state does not adequately monitor requirements, the EPA may take control. The public may request to view the permits by contacting the EPA. The permit is limited to no more than five years and requires a renewal.
Between the Second Industrial Revolution and the 1960s, the United States experienced increasingly severe air pollution. Following the 1948 Donora smog event, the public began to discuss air pollution as a major problem, states began to pass a series of laws to reduce air pollution, and Congress began discussing whether to take further action in response. At the time, the primary federal agencies interested in air pollution were the United States Bureau of Mines, which was interested in "smoke abatement" (reducing smoke from coal burning), and the United States Public Health Service, which handled industrial hygiene and was concerned with the causes of lung health problems.
After several years of proposals and hearings, Congress passed the first federal legislation to address air pollution in 1955. The Air Pollution Control Act of 1955 authorized a research and training program, sending $3 million per year to the U.S. Public Health Service for five years, but did not directly regulate pollution sources. The 1955 Act's research program was extended in 1959, 1960, and 1962 while Congress considered whether to regulate further.
Beginning in 1963, Congress began expanding federal air pollution control law to accelerate the elimination of air pollution throughout the country. The new law's programs were initially administered by the U.S. Secretary of Health, Education, and Welfare, and the Air Pollution Office of the U.S. Public Health Service, until they were transferred to the newly-created EPA immediately before major amendments in 1970. EPA has administered the Clean Air Act ever since, and Congress added major regulatory programs in 1977 and 1990. Most recently, the U.S. Supreme Court's ruling in Massachusetts v. EPA resulted in an expansion of EPA's CAA regulatory activities to cover greenhouse gases.
Clean Air Act of 1963 and Early Amendments. The Clean Air Act of 1963 (Pub.L. 88–206) was the first federal legislation to permit the U.S. federal government to take direct action to control air pollution. It extended the 1955 research program, encouraged cooperative state, local, and federal action to reduce air pollution, appropriated $95 million over three years to support the development of state pollution control programs, and authorized the HEW Secretary to organize conferences and take direct action against interstate air pollution where state action was deemed to be insufficient.
The Motor Vehicle Air Pollution Control Act (Pub.L. 89–272) amended the 1963 Clean Air Act and set the first federal vehicle emissions standards, beginning with the 1968 models. These standards were reductions from 1963 emissions levels: 72% reduction for hydrocarbons, 56% reduction for carbon monoxide, and 100% reduction for crankcase hydrocarbons.. The law also added a new section to authorize abatement of international air pollution.
The Air Quality Act of 1967 (Pub.L. 90–148) authorized planning grants to state air pollution control agencies, permitted the creation of interstate air pollution control agencies, and required HEW to define air quality regions and develop technical documentation that would allow states to set ambient air quality and pollution control technology standards, and required states to submit implementation plans for improvement of air quality, and permitted HEW to take direct abatement action in air pollution emergencies. It also authorized expanded studies of air pollutant emission inventories, ambient monitoring techniques, and control techniques. This enabled the federal government to increase its activities to investigate enforcing interstate air pollution transport, and, for the first time, to perform far-reaching ambient monitoring studies and stationary source inspections. The 1967 act also authorized expanded studies of air pollutant emission inventories, ambient monitoring techniques, and control techniques. While only six states had air pollution programs in 1960, all 50 states had air pollution programs by 1970 due to the federal funding and legislation of the 1960s.
1970 Amendments. In the Clean Air Amendments of 1970 (Pub.L. 91–604), Congress greatly expanded the federal mandate by requiring comprehensive federal and state regulations for both industrial and mobile sources. The law established the National Ambient Air Quality Standards (NAAQS), New Source Performance Standards (NSPS); and National Emissions Standards for Hazardous Air Pollutants (NESHAPs), and significantly strengthened federal enforcement authority, all toward achieving aggressive air pollution reduction goals.
To implement the strict amendments, EPA Administrator William Ruckelshaus spent 60% of his time during his first term on the automobile industry, whose emissions were to be reduced 90% under the new law. Senators had been frustrated at the industry's failure to cut emissions under previous, weaker air laws.
1977 Amendments. Major amendments were added to the Clean Air Act in 1977 (1977 CAAA) (91 Stat. 685, Pub.L. 95–95). The 1977 Amendments primarily concerned provisions for the Prevention of Significant Deterioration (PSD) of air quality in areas attaining the NAAQS. The 1977 CAAA also contained requirements pertaining to sources in non-attainment areas for NAAQS. A non-attainment area is a geographic area that does not meet one or more of the federal air quality standards. Both of these 1977 CAAA established major permit review requirements to ensure attainment and maintenance of the NAAQS. These amendments also included the adoption of an offset trading policy originally applied to Los Angeles in 1974 that enables new sources to offset their emissions by purchasing extra reductions from existing sources.
The Clean Air Act Amendments of 1977 required Prevention of Significant Deterioration (PSD) of air quality for areas attaining the NAAQS and added requirements for non-attainment areas.
1990 Amendments. Another set of major amendments to the Clean Air Act occurred in 1990 (1990 CAAA) (104 Stat. 2468, Pub.L. 101–549). The 1990 CAAA substantially increased the authority and responsibility of the federal government. New regulatory programs were authorized for control of acid deposition (acid rain) and for the issuance of stationary source operating permits. The NESHAPs were incorporated into a greatly expanded program for controlling toxic air pollutants. The provisions for attainment and maintenance of NAAQS were substantially modified and expanded. Other revisions included provisions regarding stratospheric ozone protection, increased enforcement authority, and expanded research programs.
The 1990 Clean Air Act added regulatory programs for control of acid deposition (acid rain) and stationary source operating permits. The provisions aimed at reducing sulfur dioxide emissions included a cap-and-trade program, which gave power companies more flexibility in meeting the law's goals compared to earlier iterations of the Clean Air Act. The amendments moved considerably beyond the original criteria pollutants, expanding the NESHAP program with a list of 189 hazardous air pollutants to be controlled within hundreds of source categories, according to a specific schedule. The NAAQS program was also expanded. Other new provisions covered stratospheric ozone protection, increased enforcement authority and expanded research programs.
Further amendments were made in 1990 to address the problems of acid rain, ozone depletion, and toxic air pollution, and to establish a national permit program for stationary sources, and increased enforcement authority. The amendments also established new auto gasoline reformulation requirements, set Reid vapor pressure (RVP) standards to control Evaporative emissions from gasoline, and mandated new gasoline formulations sold from May to September in many states. Reviewing his tenure as EPA Administrator under President George H. W. Bush, William K. Reilly characterized passage of the 1990 amendments to the Clean Air Act as his most notable accomplishment.
Since the initial establishment of six mandated criteria pollutants (ozone, particulate matter, carbon monoxide, nitrogen oxides, sulfur dioxide, and lead), advancements in testing and monitoring have led to the discovery of many other significant air pollutants.
However, with the act in place and its many improvements, the U.S. has seen many pollutant levels and associated cases of health complications drop. According to the EPA, the 1990 Clean Air Act Amendments has prevented or will prevent:
|Year 2020 |
|Adult Mortality - particles||160,000||230,000|
|Infant Mortality - particles||230||280|
|Mortality - ozone||4,300||71,000|
|Heart Disease - Acute Myocardial Infarction||130,000||200,000|
|Emergency Room Visits||86,000||120,000|
|School Loss Days||3,200,000||5,400,000|
|Lost Work Days||13,000,000||17,000,000|
In 1997 EPA tightened the NAAQS regarding permissible levels of the ground-level ozone that make up smog and the fine airborne particulate matter that makes up soot. The decision came after months of public review of the proposed new standards, as well as long and fierce internal discussion within the Clinton administration, leading to the most divisive environmental debate of that decade. The new regulations were challenged in the courts by industry groups as a violation of the U.S. Constitution's nondelegation principle and eventually landed in the Supreme Court of the United States, whose 2001 unanimous ruling in Whitman v. American Trucking Ass'ns, Inc. largely upheld EPA's actions.
The Clean Air Act (CAA or Act) directs the EPA to establish national ambient air quality standards (NAAQS) for pollutants at levels that will protect public health. The EPA and the American Lung Association promoted the 2011 Cross State Air Pollution Rule (CSAPR) as a means of controlling ozone and fine particle emissions. It was claimed that this prevented up 400,000 asthma cases and saved two millions workdays and schooldays that otherwise would have been lost to respiratory illnesses. Cities and power companies sued the EPA over the law in EPA v. EME Homer City Generation, but the case was eventually decided in favor of the EPA.
Roles of the federal government and states
The 1970 Clean Air Act required states to develop State Implementation Plans for how they would meet new national ambient air quality standards by 1977. Although the 1990 Clean Air Act is a federal law covering the entire country, the states do much of the work to carry out the Act. The EPA has allowed the individual states to elect responsibility for compliance with and regulation of the CAA within their own borders in exchange for funding. For example, a state air pollution agency holds a hearing on a permit application by a power or chemical plant or fines a company for violating air pollution limits. However, election is not mandatory and in some cases states have chosen to not accept responsibility for enforcement of the act and force the EPA to assume those duties.
In order to take over compliance with the CAA the states must write and submit a state implementation plan (SIP) to the EPA for approval. A state implementation plan is a collection of the regulations a state will use to clean up polluted areas. The states are obligated to notify the public of these plans, through hearings that offer opportunities to comment, in the development of each state implementation plan. The SIP becomes the state's legal guide for local enforcement of the CAA. For example, Rhode Island law requires compliance with the Federal CAA through the SIP. The SIP delegates permitting and enforcement responsibility to the state Department of Environmental Management (RI-DEM).
The federal law recognizes that states should lead in carrying out the Clean Air Act, because pollution control problems often require special understanding of local industries, geography, housing patterns, etc. However, states are not allowed to have weaker pollution controls than the national minimum criteria set by EPA. EPA must approve each SIP, and if a SIP isn't acceptable, EPA can retain CAA enforcement in that state. For example, California was unable to meet the new standards set by the Clean Air Act of 1970, which led to a lawsuit and a federal state implementation plan for the state.
Metropolitan planning organizations must approve all federally funded transportation projects in a given urban area. If the MPO's plans do not, Federal Highway Administration and the Federal Transit Administration have the authority to withhold funds if the plans do not conform with federal requirements, including air quality standards. In 2010, the EPA directly fined the San Joaquin Valley Air Pollution Control District $29 million for failure to meet ozone standards, resulting in fees for county drivers and businesses. This was the results of a federal appeals court case that required the EPA to continue enforce older, stronger standards, and spurred debate in Congress over amending the Act.
The law prevents states from setting standards that are more strict than the federal standards, but carves out a special exemption for California due to its past issues with smog pollution in the metropolitan areas. In practice, when California's environmental agencies decide on new vehicle emission standards, they are submitted to the EPA for approval under this waiver, with the most recent approval in 2009. The California standard was adopted by twelve other states, and established the de facto standard that automobile manufacturers subsequently accepted, to avoid having to develop different emission systems in their vehicles for different states. However, in September 2019, President Donald Trump attempted to revoke this waiver, arguing that the stricter emissions have made cars too expensive, and by removing them, will make vehicles safer. EPA's Andrew Wheeler also stated that while the agency respects federalism, they could not allow one state to dictate standards for the entire nation. California's governor Gavin Newsom considered the move part of Trump's "political vendetta" against California and stated his intent to sue the federal government. Twenty-three states, along with the District of Columbia and the cities of New York City and Los Angeles joined California in a federal lawsuit challenging the administration's decision.
Interstate air pollution
Air pollution often travels from its source in one state to another state. In many metropolitan areas, people live in one state and work or shop in another; air pollution from cars and trucks may spread throughout the interstate area. The 1990 Clean Air Act provides for interstate commissions on air pollution control, which are to develop regional strategies for cleaning up air pollution. The 1990 amendments include other provisions to reduce interstate air pollution.
Leak detection and repair
The Act requires industrial facilities to implement a Leak Detection and Repair (LDAR) program to monitor and audit a facility's fugitive emissions of volatile organic compounds (VOC). The program is intended to identify and repair components such as valves, pumps, compressors, flanges, connectors and other components that may be leaking. These components are the main source of the fugitive VOC emissions.
Testing is done manually using a portable vapor analyzer that read in parts per million (ppm). Monitoring frequency, and the leak threshold, is determined by various factors such as the type of component being tested and the chemical running through the line. Moving components such as pumps and agitators are monitored more frequently than non-moving components such as flanges and screwed connectors. The regulations require that when a leak is detected the component be repaired within a set number of days. Most facilities get 5 days for an initial repair attempt with no more than 15 days for a complete repair. Allowances for delaying the repairs beyond the allowed time are made for some components where repairing the component requires shutting process equipment down.
Application to greenhouse gas emissions
EPA regulation of greenhouse gas emissions by the USA includes carbon dioxide and fossil methane. EPA began regulating greenhouse gases (GHGs) from mobile and stationary sources of air pollution under the Clean Air Act for the first time on January 2, 2011, after having established its first auto emissions standards in 2010. Standards for mobile sources have been established pursuant to Section 202 of the CAA, and GHGs from stationary sources are controlled under the authority of Part C of Title I of the Act. The EPA's auto emission standards for greenhouse gas emissions issued in 2010 and 2012 are intended to cut emissions from targeted vehicles by half, double fuel economy of passenger cars and light-duty trucks by 2025 and save over $4 billion barrels of oil and $1.7 trillion for consumers. The agency has also proposed a two-phase program to reduce greenhouse gas emissions for medium and heavy duty trucks and buses.
Below is a table for the sources of greenhouse gases, taken from data in 2008.[needs update] Of all greenhouse gases, about 76 percent[needs update] of the sources are manageable under the CAA, marked with an asterisk (*). All others are regulated independently, if at all.
|Large Non-Agricultural Methane Sources*||5%|
|Light-, Medium-, and Heavy-Duty Vehicles*||22%|
|Commercial and Residential Heating||7%|
Clean Air Act and environmental justice
By promoting pollution reduction, the Clean Air Act can help reduce heightened exposure to air pollution among communities of color and low-income communities. Environmental researcher Dr. Marie Lynn Miranda notes that African American populations are "consistently over represented" in areas with the poorest air quality. Dense populations of low-income and minority communities inhabit the most polluted areas across the United States, which is considered to exacerbate health problems among these populations. High levels of exposure to air pollution is linked to several health conditions, including asthma, cancer, premature death, and infant mortality, each of which disproportionately impact communities of color and low-income communities. The pollution reduction achieved by the Clean Air Act is associated with a decline in each of these conditions and can promote environmental justice for communities that are disproportionately impacted by air pollution and diminished health status.
Clean Air Act violations
The EPA analyzes violators of the Clean Air Act and addresses the violators accordingly. For companies or parties that do not comply with the act monetary penalties can be cited. Per day the EPA could fine civil administrators $37,500 per day, with a maximum of about 8 days; unless otherwise mandated by the EPA. For a field citation which is against federal facilities which are not abiding by EPA standards can get fines up to $7,500 per day.
Major cases of Clean Air Act violations include:
- The Volkswagen emissions scandal (2015), etc.
- Caterpillar and five other manufacturers violated diesel engine emission standards (consent decree, July 1999)
- Alleged violations by Hyundai and Kia which resulted in a total $100 million in civil penalties paid to the United States and to the California Air Resources Board.
A 2017 study found that the Clean Air Act of 1970 led to an over 10 percent reduction in pollution ("ambient TSP levels") in counties that exceeded the pollution thresholds set by the Act in the three years after the regulation went into effect. The study found that this regulation-induced reduction in air pollution has caused affected workers to work more and earned one percent more in annual earnings. The authors estimate that cumulative lifetime income gain for each affected individual is approximately $4,300 in present value terms.
In addition, because air quality across the United States improved; it is estimated 205,000 premature deaths and millions of other respiratory complications were prevented which resulted in an economic savings of $50 trillion versus the $523 billion invested to meet the Clean Air Act standard.
Mobile sources including automobiles, trains, and boat engines have become 99% cleaner for pollutants like hydrocarbons, carbon monoxide, nitrogen oxides, and particle emissions since the 1970s. The allowable emissions of volatile organic chemicals, carbon monoxide, nitrogen oxides, and lead from individual cars have also been reduced by more than 90%, resulting in decreased national emissions of these pollutants despite a more than 400% increase in total miles driven yearly.
Since the 1980s, 1/4th of ground level ozone has been cut, mercury emissions have been cut by 80%, and since the change from leaded gas to unleaded gas 90% of atmospheric lead pollution has been reduced.
Climate change poses a challenge to the management of conventional air pollutants in the United States due to warmer, dryer summer conditions that can lead to increased air stagnation episodes. Prolonged droughts that may contribute to wildfires would also result in regionally high levels of air particles.
As of 2017, some US cities still don't meet all national ambient air quality standards. It is likely that tens of thousands of premature deaths are still being caused by fine-particle pollution and ground-level ozone pollution.
Air pollution is not bound to a nation. Often, air coming into the U.S. contains pollution from upwind countries, making it harder to meet air quality standards. In turn, air that travels downwind of the U.S. likely has pollutants in it already. Addressing this may require international negotiations of reductions of pollutants in the originating countries. This also relates to the challenge of climate change.
Diane Katz, a research fellow for the Heritage Foundation, criticized the validity of the Clean Air Act by stating, "The largest proportion of economic benefit is based on the value of avoiding premature mortality. Yet the valuation of this benefit ranks among the most significant uncertainties in the study, according to the researchers. Alternative estimates they cite would lower the benefit calculation by up to 22 percent." The Clean Air Act is a constant battle between current economic benefits versus future cost benefits of both health of the nation, and economy.
- Clean Air Act (disambiguation)
- Air quality law
- United States environmental law
- Alan Carlin, controversy over the EPA carbon dioxide endangerment finding
- Commission on Risk Assessment and Risk Management
- Emission standard
- Emissions trading
- Environmental policy of the United States
- Photochemical Assessment Monitoring Station
- Startups, shutdowns, and malfunctions
- The Center for Clean Air Policy (in the US)
- Regional Haze Rule
- "The Plain English Guide to the Clean Air Act". Clean Air Act Overview. Washington, D.C.: US Environmental Protection Agency (EPA). April 2007.
- "Environmental Laws and Treaties". Natural Resources Defense Council. Retrieved December 22, 2015.
- "Summary of the Clean Air Act". EPA. February 22, 2013. Retrieved December 22, 2015.
- U.S. EPA (May 29, 2015). "CAA Section Correspondence Tables".
- "Air Programs (40 CFR Subchapter C)".
- First enacted: 1970 CAA amendments, Pub.L. 91–604 § 4. Statute: CAA § 109, 42 U.S.C. § 7409. Major regulations: 40 CFR 50. EPA pages: U.S. EPA (April 9, 2014). "Criteria Air Pollutants". "NAAQS". September 9, 2016.
- This committee still exists and publishes regular reports: "EPA Clean Air Scientific Advisory Committee".
- First enacted: 1970 CAA amendments, Pub.L. 91–604 § 4. Statute: CAA § 112, 42 U.S.C. § 7412. Major regulations: 40 CFR 61, 40 CFR 63. EPA pages: U.S. EPA (December 2, 2015). "Hazardous Air Pollutants". "EPA HAPs List". December 16, 2015. "EPA NESHAP Source Categories". May 6, 2015.
- "HAPs Mobile Source Rule". August 3, 2016.
- U.S. EPA (December 15, 2016). "NESHAPs Risk and Technology Review".
- First enacted: 1970 CAA amendments, Pub.L. 91–604 § 4. Statute: CAA § 111, 42 U.S.C. § 7411. Major regulations: 40 CFR 60. EPA pages: U.S. EPA (November 25, 2016). "NSPS Regulations".
- "NSR Regulatory Actions". December 9, 2015.
- First enacted: 1990 CAA amendments, Pub.L. 101–549 § 401. Statute: CAA Title IV-A, 42 U.S.C. ch. 85, subch. IV-A. Major regulations: 40 CFR 72 through 40 CFR 78. EPA pages: U.S. EPA (August 12, 2014). "Clean Air Markets". "Acid Rain Program". August 21, 2014. "Acid Rain". December 2, 2015.
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- First enacted: 1990 CAA amendments, Pub.L. 101–549 § 601. Statute: CAA Title VI, 42 U.S.C. ch. 85, subch. VI. Major regulations: 40 CFR 72 through 40 CFR 82. EPA pages: U.S. EPA (February 15, 2013). "Ozone Layer Protection". "Ozone Layer Protection under the CAA". July 14, 2015.
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