Post on 22-May-2020
Reducing Pollution from Trucks
and Nonroad Equipment
Don Kopinski
Senior Project Engineer
Office of Transportation and Air Quality (kopinski.donald@epa.gov)
2013 Joint Northeast & Midwest
Equipment Management Conference
June 24, 2013
OTAQ Mission and Focus All Air Emissions -- All Transportation Sources
Vehicles, Engines, Fuels
Criteria pollutants (NOx, PM, …) and greenhouse gases (GHGs)
Operate the National Vehicle & Fuel Emissions Lab
in Ann Arbor, Michigan
Conduct official government certification & fuel consumption testing
Test procedure development and technology evaluation
Utilize a combination of approaches to fulfill mission
Mandatory performance-based standards
Partnership incentive-based programs (Smartway, DERA grants)
Widespread Need for Air Pollution Reductions
65 million people living in areas that
violate the fine PM air quality
standard; 159 million people living
in areas that are not in attainment
for ozone
1988 1990
1991
1994
1998 2004
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0 1 2 3 4 5 6 7 8 9 10
NOx (g/hp-hr)
PM
(g
/hp
-hr)
2007-2010
U.S. EPA Response-- Increasingly Stringent Technology-Forcing Standards
Reconciling Diesels with the Environment:
EPA’s National Clean Diesel Campaign
Systems approach– fuel change (ULSD) enables
clean engine technology (exhaust aftertreatment )
Large environmental benefits
Responsive to needs of States to meet air quality goals
Collaborative process
EPA standard-setting rulemakings are enablers for collaborative
partnerships with industry and state/local governments
Nonroad Diesel
fully phased in
2015
Tier 2 Light-Duty
fully phased in
2009
Heavy-Duty Highway
fully phased in 2010
Locomotive/Marine
fully phased in
2017
Ocean-going
Vessels
2015-2016
unused test filter
(for comparison)
test filter
no DPF
installed
test filter – after 40 minutes of running with DPF
Millions of Diesel
Particulate Filters
(DPFs)
are now
in use
Source: DieselPower Magazine
DPFs Impact
PM
Emissions in
Both Quantity
and Make-up
Particle Mass
99%
reduction
Particle
Composition
Data from
Advanced
Collaborative
Emissions Study
(ACES)
combine 285 hp light
tower
10 hp
skid steer
loader 80 hp
off-hw truck
1000 hp
2WD tractor
130 hp
backhoe
loader 80 hp
genset 20 hp
utility vehicle 18 hp
Wide Range
of Diesel
Machines
Phase-In of Nonroad Diesel Engine Programs
1998 2000 2002 2004 2006 2008 2010
Tier 3 Similar to
highway
2004
Similar to
highway
1998
Tier 1
Tier 2
2012 2014
Tier 4 Similar to highway 2007-2010 (advanced aftertreatment)
1996
early Tier 4
focused on
smaller
engines
“interim”
Tier 4
focused
more on
PM
“final” Tier
4 focused
on NOx
Tier 1
1996
0
0.1
0.2
0.3
0.4
0 1 2 3 4 5 6 7 8
NOx (g/hp-hr)
PM
(g
/hp
-hr)
Tier 2
2001-2003
Tier 3
2006
Tier 4
2011-2014
Nonroad Diesel Emission Standards
Standards and
dates vary by
engine size.
Shown here are
standards for
175-750 hp
engines
Phase-In to Nonroad Diesel Tier 4
2010 2011 2012 2013 2014 2015 2016
T4f
Tier 4f
Tier 4f
Tier 4f
Tier 4i
Tier 4i
Tier 4i
25-75 hp:
>750 hp:
175-750 hp:
75-175 hp:
DPFs expected
>1200 hp gensets only <1200 hp gensets too
Tier 4f (no NOx AT)
today
2008 (no AT)
all engines
<25 hp: 2008 (no AT) NOx aftertreatment
(AT) expected
25 years of perseverance at a glance--
Progress in Diesel Emissions Standards
0
2
4
6
8
10
12
14
16
0
0.2
0.4
0.6
0.8
1
trucks
nonroad
diesels
locomotives
domestic
marine (“C1 & C2”)
locomotives nonroad
diesels
trucks
no stds set--
reductions
come from
fuel sulfur
control
no
std
g/b
hp
-hr
g/b
hp
-hr PM
NOx
ECA
2015
international
Marine
(“C3”)
ECA
domestic
marine (“C1 & C2”)
international
Marine
(“C3”)
Clean Diesel Fuel Enables Clean Diesel Engines
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
50000
nonroad
diesel
highway
diesel
1994
500
ppm
2006
15
ppm
pre-
1994 pre-
2007 2007
500
ppm
2010
15
ppm
Residual fuel for
ocean-going
vessels
sulfur ppm
global cap 2010
45,000 ppm
2012
N.A. ECA
10,000 ppm
2015
N.A. ECA
1,000 ppm
global cap 2012
35,000 ppm
2007-2010 Standards Were
A Major Step Change
• Previous standards focused only on engine improvements
• A new approach: Regulate vehicle and fuel as a system to gain
order-of-magnitude reductions
• Low sulfur fuel enables advanced aftertreatment technology –
• Diesel Particulate Filters (DPFs)
• NOx catalysts
• 95%+ emission reductions in NOx & PM
• Also Very Large Secondary Benefits:
• Truck program provided springboard for parallel programs:
• Nonroad diesels (farm, construction), locomotives, marine
vessels, voluntary retrofits of older trucks
• Low sulfur highway diesel fuel also enabled light-duty diesels to
meet stringent passenger car standards
0 10,000 20,000 30,000 40,000
lost work days
hospital
admissions
chronic bronchitis
premature deaths
# prevented annually (in 2030)
Health Benefits of New Programs
over 3 million
0 20 40 60 80 100
Tier 4 nonroad
Heavy-duty
highway
Tier 2 Light-duty
highway
$ Billion Annually in 2030
$
Costs & Benefits of Clean Fuels and Vehicles
Total Cost: $11 billion
Total Benefits: $175 billion
Nonroad DPF Tier 4f Product Plans company hp range DPF? notes
A 11-6600 yes (not >750hp,
others?)
some have “no ash service DPF”; SCR in most T4f
B 49-4000 only >175 hp DOC on 75-175 hp, no AT or EGR on <75 hp
C 48-600 yes Adding SCR in T4f; maybe dropping some DPFs?
D 20-1032 no SCR
E only <100 hp SCR w/o DPF for >100 hp
F 54-497 no SCR, some cEGR
G 6-114 yes for some tractors
H 25-100 no in T4i
I 35-700 yes/optional optional on 25-75 hp
J yes in T4i
K 4-110 yes in T4i
L 141-700 yes in T4i SCR
M 10-550 yes in T4i
N 6-2680 yes in T4i
O 30-12,200 no
P only <175 hp in T4i But not in T4f?
Q <173 no no AT at all in T4f <75hp
R 2-74 yes
S 275-770 no SCR
0
2,000,000
4,000,000
6,000,000
8,000,000
10,000,000
12,000,000
14,000,000
2005 2017 2030
US
Sh
ort
To
ns
Trends Looking Forward--
NOx
Mobile Source Trends
Other Sources
47%
Mobile Sources
53%
Contribution to
Total Emissions in 2017
offroad
onroad
LD Gasoline 18%
HD Gasoline
2%
LD & HD Diesel 25%
Nonroad Gasoline
3%
Nonroad Diesel 14%
Aircraft 1%
Locomotive 12%
C1/C2 Marine 9%
C3 Marine (up to 200 miles
offshore) 16%
Legacy
trucks
2017 NOx Breakdown
Legacy
nonroad
“Legacy”:
- Pre-2007/10 HDD trucks
- Pre-Tier 4 Nonroad CI
2030 NOx Breakdown
Onroad LD Gasoline
8%
Onroad HD Gasoline
3%
Onroad LD & HD Diesel
24%
Nonroad Gasoline
7%
Nonroad Diesel 13% Aircraft
3%
Locomotives 11%
C1/C2 Marine 8%
C3 Marine 23%
Legacy nonroad
Legacy
trucks
Light-duty Highway 55%
HD Highway
18%
Marine 4%
Nonroad 10%
Rail 2%
Pipeline 2%
Aviation 9%
Transportation
GHG Inventory
in 2010 (pre-GHG rules)
Total:
2138 mmt
New Initiatives Phasing In or Taking Shape
Light-Duty GHGs (EPA) and fuel economy (NHTSA)
Phase 1 (“35.5 mpg”) set in 2010, phasing in 2012-2016
Phase 2 (“54.5 mpg”) set last year, phasing in 2017-2025
Mid-term re-evaluation of model year 2022+ standards
Heavy-Duty GHGs (EPA) and fuel consumption (NHTSA)
Phase 1 set in 2011, phasing in 2014-2018
Phase 2 under development
Highway Tier 3 for non-GHGs pollutants
New exhaust standards for <14,000 lb GVWR
Also evaporative emissions standards for larger HDGVs
Proposed last month, comment period thru July 1
Class 2b/3 standards would phase in 2018-2022
Mostly involves improvements on current technologies
HD GHG Phase 1 Structure HD pickups and vans
Tested using chassis dynamometers; like LD
g/mi standard versus work factor (considers payload, towing)
Vocational vehicles
Engine tested over same cycles as NOx & PM, g/hp-hr standard
Vehicle certified using GEM simulation; only tires recognized, g/ton-mi
standard
Combination tractors
Engine tested over same cycles as NOx & PM, g/hp-hr standard
9 subdivisions for different cab designs
Vehicle certified using GEM simulation, g/ton-mi standard, recognizing:
Tires, aero, mass reduction, idle reduction, vehicle speed limiter
Averaging, banking, and trading credit flexibilities
Innovative and advanced technology credit generating options
Some tests require “A to B” testing; includes hybrids
Phase 1 stringencies focused on off-the-shelf technologies
set with Phase 2 in mind
HD GHG Phase 2 Considerations
Maintain a single national program
Maintain Phase 1 regulatory structure
Consider advanced technologies
Waste-heat recovery, hybrids, etc.; as identified in
National Academy of Sciences report
Revamp GEM to better reflect real-world
improvements, new technologies
Consider trailers
Standards taking effect sometime after 2018
Transportation GHG emissions
2010 and projected 2030
2030 with recent LD & HD
GHG rules
1189
380
84
216
35 37197
Light Duty
MD/HD highway
Marine
Non-road
Rail
Pipeline
Aviation
118955%380
18%
84
4%
21610%
352%
372%
197
9% Light Duty
MD/HD highway
Marine
Non-road
Rail
Pipeline
Aviation
2010 pre-GHG rules
900
44%
46423%
884%
28714%
412%
392% 215
11% 1
2
3
4
5
6
7
Total:
2138 mmt Total:
2034 mmt
Engine-based measures-- • traditional EPA standards-setting for HD sectors – “g/hp-hr”
• rewards only engine design improvements --
• electronic fuel controls, 2-stage turbos …
Vehicle-based measures— • (or “equipment”-based, or “vessel”-based)
• has been EPA approach for LD highway – “g/mile”
• greatly expands the technology options --
• transmissions, hybrids, …
Operations-based measures— • used in voluntary EPA programs (such as Smartway)
• may provide good opportunity to gain credits
• greater human element-- reductions must be verifiable
• provides many more options—
speed reduction, idling reduction, system efficiency
improvements, …
A Cost-Effective GHG Program Looks
at All the Tools in the Toolkit
Developments to Watch
Continuing air quality problems in California and
elsewhere Calling for more NOx and PM reductions
Rapid development of fuel-efficient light-duty vehicles
New offerings of light-duty diesel car and truck models
Prospects for continued natural gas vehicle expansion
Roll-out of nonroad Tier 4 technologies
Focus in Europe on particle number control
EPA/NHTSA mid-term evaluation