CALIFORNIA S COMPREHENSIVE PROGRAM FOR REDUCING HEAVY- DUTY VEHICLE EMISSIONS

Transcription

1 CALIFORNIA S COMPREHENSIVE PROGRAM FOR REDUCING HEAVY- DUTY VEHICLE EMISSIONS ACT Research Seminar: North America Commercial Vehicle & Transportation Industries Erik White, Chief Mobile Source Control Division California Air Resource Board (CARB) March 24, 2015

2 California s Unique Air Quality Challenges 2

3 Comprehensive Strategies Needed to Address All Pollutants

4 Drivers for Reducing Heavy-Duty Emissions GHG Reduce emissions to 1990 levels by 2020 (AB 32) Reduce emissions 80% below 1990 levels by 2050 (Governors EOs) Criteria Pollutants Reduce emissions by 90% from 2010 levels by 2031 Toxics Reduce exposure by 80% by 2020 Petroleum Reduce consumption by 50% by 2030 Develop sustainable freight strategy

5 Heavy-Duty Vehicles Remain A Significant Source of Criteria Emissions 2014 Statewide NOx Emissions 2014 Statewide Diesel PM2.5 Emissions Areawide 4% Aircraft 1% Stationary 4% Aircraft 2% Trains 6% Stationary 15% Heavy Duty Vehicles 33% Trains 9% Heavy Duty Vehicles 26% Off-Road Equipment 14% Marine 13% Light Duty Vehicles 13% Off-Road Equipment 34% Marine 25% Light Duty Vehicles 1%

6 California s Need for NOx Reductions are Unique in United States

7 California is Disproportionately Impacted by Ozone Exposure

8 A COMPREHENSIVE APPROACH TO REDUCING HEAVY-DUTY EMISSIONS

9 California has a Long Legacy of Reducing Heavy-Duty Emissions Efforts to date Increasingly stringent new engine standards Cleaner conventional and alternative fuels In-use rules and incentives to address legacy fleet Effective use of incentives Cleaner conventional vehicles Demonstrate/deploy of advanced technology vehicles Future New standards to reduce GHG emissions Strengthen current standards to address in-use emissions Support low NOx research and demonstrations Further reduce NOx standard Continue demonstrate/deploy zero and near-zero emission vehicles

10 Evolution of Heavy-Duty Engine Standards and Technology: A Success Story Inj. timing retard, some charge air cooling Same as 1990 plus electronic fuel inj., Increased Inj. pressure, reduced intake manifold temperature Continued improvement of previous technologies Same as plus advances in combustion chamber design, electronic controls, Electronic unit injectors ( bar) Same as 1998 plus cooled EGR, VGT, common rail fuel inj. ( bar) Same as 2004 plus high EGR, DOC, DPF, ULSD Same as 2007 plus SCR

11 In-Use Rules: California Programs to Reduce Emissions In-Use Rules have been established to reduce emissions from in-use trucks: Truck and Bus Regulation - requires trucks to be upgraded to reduce emissions Phase in Drayage Truck Rule - required drayage class 7/8 trucks 2006 and older to be replaced with newer engines by 2013 Transport Refrigeration Unit (TRU) - all diesel TRUs used in California must meet in-use performance standards Diesel Idling ATCM Limits unnecessary idling to 5 minutes

12 Legacy Fleet Incentive Programs California s Carl Moyer Program Funding for cleaner conventional technology Reduces emissions beyond current regulations Heavy-duty on-road, off-road, marine, agricultural, and locomotives Since 1998, over 24,000 cleaner engines funded with $680 million

13 Strengthening the Current Standard: Addressing In-Use Emissions California is rapidly transitioning to a 2010 compliant, aftertreatment controlled fleet A small number of vehicles with malfunctioning aftertreatment could have a significant impact on emissions Remote sensing data suggests this might be happening Review of manufacturer warranty data indicates significant failure rates and durability concerns with key emission components Opportunities for improved emissions Rigorous I/M program Improved warranty provisions More robust durability requirements

14 Strengthening the Current Standard: Off-Cycle NOx Emissions Are a Concern

15 Lower NOx Engine Research: How low can the NOx standard go? Southwest Research Institute Sponsored by ARB Demonstrate 0.02 g/bhp-hr NOx diesel and natural gas heavyduty engines over FTP cycle Goal is no GHG/fuel efficiency penalty Completion mid-2016 National Renewable Energy Laboratory/SwRI Sponsored by South Coast AQMD Industry partners: Cummins/Cummins Westport Commercialize 0.02 g/bhp-hr NOx engine On the Road soon after completion of project Completion end of 2016

16 Action Towards a Lower NOx Standard is Needed California has adopted optional low NOx standards 0.1, 0.05, 0.02 g/bhp-hr NOx Incentive funding for fleets will be available New national standards needed A California standard important, but not sufficient on its own One million interstate trucks operate in CA More than half of California s in-state heavy trucks originally purchased outside of California EPA has proposed tighter ambient ozone standards A strengthened national standard is crucial to meet attainment

17 Further Reducing the NOx Standard Many Strategies reduce NOx without impacting GHG Increasing catalyst surface area Improved (reduced) catalyst light-off temperature NOx storage catalyst insulation Close coupled SCR on DPF Improved dosing strategies Improved thermal management Three-way catalyst (natural gas)

18 A COMPREHENSIVE APPROACH TO REDUCING HEAVY-DUTY GHG EMISSIONS

19 California Tractor-Trailer GHG Rule Reduces Emissions from the Legacy Fleet Adopted in 2008 Implementation began 2010 Goal: Reduce GHG emissions from tractortrailers by requiring aerodynamic devices and low rolling resistance tires Applies to: 53-foot box-type trailers and HD tractors that pull them on California highways Based on elements of U.S. EPA s voluntary SmartWay Transport Partnership Program 2011 model year (MY) and newer SmartWay certified 2010 MY and older SmartWay verified retrofits

20 California Phase 1 GHG Standards Already in Place U.S. EPA established Medium- and Heavy-Duty Engine and Vehicle standards in 2011 California adopted HD Phase 1 GHG regulations; harmonizing with the federal standard in 2013 Substantially identical to the federal program Establishes increasingly stringent requirements through 2017 Targets vehicle classes 2B through 8

21 U.S. Federal Agencies and ARB Partnering on Phase 2 GHG Standards Phase 2 program jointly being developed by U.S. EPA and National Highway Traffic Safety Administration in partnership with California Will further increase fuel economy from Medium- and Heavy-Duty Vehicles for model years beyond 2018 Vehicle Standards for three vehicle categories 2b/3 Vans and Pickups Vocational Vehicles g/ton-mile CO2 Tractors (Class 7 and 8) g/ton-mile CO2 Trailer considerations Comprehensive CA program to follow Build on federal program Look for opportunities for further reductions

22 Future California Efforts Continued focus on SLCPs and refrigerants LRR Tire labeling requirements Other in-use strategies to reduce GHG emissions Zero emission deployments

23 PATHWAYS TO HEAVY-DUTY ZERO-EMISSION TECHNOLOGIES 23

24 Developing Commercialization Pathways On-going significant public investments Nearly $100M in State funding committed annually Diverse investment portfolio of projects Demonstrations Pilots Deployments Infrastructure Renewable fuels Research and Development Demonstration Phase Pilot Phase Deployment Phase Commercialized/ Widespread Adoption

25 Developing Zero Emission Vehicle Markets Identify applications where zero-emissions technologies can be effectively deployed considering: Vocational Needs Range Fueling/infrastructure Operational flexibility Economics Incremental Costs ROI Fleet Acceptance Focus initial development on transit and vocational fleets Facilitate technology transfer

26 California s Long-Term Priorities Continue to be a global leader in the pursuit of advanced emission control requirements Work with U.S. EPA and other federal agencies Coordinate with other countries and jurisdictions Pursue advanced technologies Zero-emission Near-zero emission Renewable fuels Implement strategies to develop, demonstrate and deploy these technologies Continue significant public investments Develop coordinated regulatory requirements