diesel risk reduction plan california environmental protection agency air resources board
TRANSCRIPT
Diesel Risk Reduction PlanDiesel Risk Reduction Plan
California Environmental Protection Agency
Air Resources Board
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Why should we reduce emissions from diesel-fueled engines?
Why should we reduce emissions from diesel-fueled engines?
Diesel emissions are a significant health concern
Public exposure and risks are high Effective diesel emissions controls are
readily available
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There are 1.25 Million Diesel Engines in California
There are 1.25 Million Diesel Engines in California
Mobile on-road - 687,000 off-road - 547,000
includes portable equipment - 49,000
Stationary emergency/standby - 11,000 prime - 5,000
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93% of Diesel PM is Emitted by Mobile Sources
93% of Diesel PM is Emitted by Mobile Sources
Off-Road (66%) On-Road (27%)
Portable (5%) Stationary (2%)
Off-RoadOn-Road
Year 2000
25,000 TPY Total Diesel Emissions
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Diesel PM Responsible for 70% of Year 2000 Statewide Risk from Air Toxics Emissions
Diesel PM Responsible for 70% of Year 2000 Statewide Risk from Air Toxics Emissions
70%
30%
Diesel Exhaust PM10 (70%) 1,3 Butadiene (10%)
Benzene(8%)
Carbon Tetrachloride (4%)
Formaldehyde (3%)
Hexavalent Chromium (2%)
All Others (3%)
220 / million risk
540 / million risk
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Effective Reduction Options are Readily Available
Effective Reduction Options are Readily Available
Diesel traps are effective for both new and existing engines
Alternative technologies electrification fuel cells
Alternative fuels CNG, LNG, LPG, dual-fuel
Alternative diesel formulations/additives Engine modifications
Trap
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Diesel Risk Reduction PlanDiesel Risk Reduction Plan Diesel Risk Reduction PlanDiesel Risk Reduction Plan
Adopted in September 2000 Conclusions & Recommendations:
Diesel PM Most Significant Air Toxic in CA Diesel PM Reductions are Feasible & Necessary Examine All Diesel Categories & Usage Regulatory & Voluntary Strategies
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The Diesel Risk Reduction Plan The Diesel Risk Reduction Plan Reduce emissions from new mobile, portable, and
stationary engines Reduce emissions from existing mobile, portable,
and stationary engines retrofit where economically reasonable
Provide very low-sulfur diesel fuel (15ppm) for diesel traps
Undertake demonstration programs; develop incentive programs
Work with stakeholders and International Retrofit Advisory Committee
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Control MeasuresControl Measures
Mobile on-road and off-road engines
Stationary and portable engines
Fuel requirements
Requires federal action for some categories
Adoption beginning in 2002
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Mobile Source MeasuresMobile Source Measures Lower new engine standards for
on- and off-road vehicles Retrofit of existing on- and off-
road vehicles when makes sense Control of in-use emissions for
on- and off-road vehicles Pleasure craft standards and test
procedures for HDV certification Implementation (2002 -2008)
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Stationary and PortableEngine Measures
Stationary and PortableEngine Measures
Address both new and existing engines Address emergency/standby, industrial,
agricultural, portable, TRUs, and <50hp engines
Implementation between 2002-2005
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Stationary/Portable DemonstrationsStationary/Portable Demonstrations
Prime - plan to test prime engines Emergency Standby - temperature
profiles, emissions testing Portable - Construction, Oil Well Drilling &
Servicing
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Agricultural EffortsAgricultural Efforts
Outreach - 8 meetings January - March, 2001
Agricultural Working Group (AgWG) - first meeting May 30, 2001
Demonstration - UCD
and AgWG
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Fuel MeasureFuel Measure
Very low-sulfur CARB diesel fuel (15 ppm) Full implementation by 2006
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Federal Action Is Critical Federal Action Is Critical
Locomotives Commercial marine
vessels New farm and
construction equipment <175 hp
New heavy-duty vehicle standards Low-sulfur fuel specifications
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Reductions from Existing Engine Retrofits are Critical
Reductions from Existing Engine Retrofits are Critical
In 2010, 85% of the reductions come from retrofit of existing engines
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Our Approach for Control of Existing Engines
Our Approach for Control of Existing Engines
Must be sensible in determining which existing engines should be retrofitted
Must be economically reasonable Numerous demonstration projects planned Develop voluntary and incentive-based
programs
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International Retrofit Advisory Committee
International Retrofit Advisory Committee
Advises ARB on feasible and effective ways of implementing retrofits
40 technical experts and stakeholders Engine manufacturers, control
manufacturers, fleet operators, diesel fuel suppliers, construction, agriculture, academia, environmental organizations, air pollution control districts, and U.S. EPA
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Benefits of Plan Benefits of Plan
Significantly reduces diesel PM emissions
75% reduction in potential cancer risks by 2010, 85% by 2020 (see next slide)
Decrease in noncancer health effects (asthma, bronchitis)
Improve visibility Reduce “soiling”
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Proposed Plan Reduces Diesel PM Emissions Proposed Plan Reduces Diesel PM Emissions
and Risk by 75% in 2010 and by 85% in 2020and Risk by 75% in 2010 and by 85% in 2020 Proposed Plan Reduces Diesel PM Emissions Proposed Plan Reduces Diesel PM Emissions
and Risk by 75% in 2010 and by 85% in 2020and Risk by 75% in 2010 and by 85% in 2020
20% Reduction
75% Reduction
85% Reduction
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2000 2010 (w/o Plan) 2010 (with Plan) 2020 (with Plan)
BenefitsBenefits
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Cost of ControlsCost of Controls
Sensitive to the economic impacts Costs comparable to other major ARB programs Conduct detailed cost analysis as measures are
developed Develop incentive-based programs
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IncentivesIncentives
Carl Moyer Program Established Marketing & Incentives
Workgroup (IDRAC)
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Diesel RiskDiesel RiskReduction PlanReduction Plan
Public InputPublic Input
Scoping Scoping Workshops/ Workshops/ Individual Individual MeetingsMeetings
Draft Draft RegulationsRegulations
Public Public WorkshopsWorkshops
Proposed Proposed RegulationsRegulations
ARB Public ARB Public HearingsHearings
Public Public Outreach Outreach MeetingsMeetings
ProcessProcess