Puget Sound Diesel Solutions Program - 4cleanair.org · Puget Sound Diesel Solutions Program Dennis...

Working Together for Clean Air

www.pscleanair.org

Puget Sound Diesel Solutions Program

Dennis J. McLerranExecutive Director

Puget Sound Clean Air [email protected]

www.pscleanair.org/dieselsolutions

Diesel Solutions Dennis McLerranNAMVECCrPresentation.ppt 11/20/2003 Slide 2

Puget Sound Diesel Solutions

●A voluntary diesel retrofit program developed in collaboration with EPA’s Voluntary Retrofit Program

●Focused on introducing ultra-low sulfur diesel fuel and retrofits into the 4 Puget Sound counties near Seattle

●A partnership with many - but EPA, Conoco Phillips, King County and Seattle were critical initial partners

●Without the fuel from Conoco Phillips and EPA support there would not be a program


Why Diesel Solutions?

●Recent health studies are compelling

●National Air Toxics Assessment and local monitoring show mobile source air toxics for Puget Sound are in the 95th. percentile – cancer risk from diesel exhaust is a concern

●EPA 2007 engine and fuel rules will address only new engines - we want results sooner

●The voluntary program now may avoid the need for a mandatory retrofit rule like California’s later


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Partners


Partners


Partners

●King County Metro commitments■Switched to ultra-low sulfur fuel for all 1,100 Metro

buses beginning in summer 2001■Equip 500 buses with particulate filters by mid-2004■Purchase several hundred diesel/electric hybrids

meeting the 2007 EPA standards in 2004■Help recruit others in the public and private sectors


Partners

●City Of Seattle commitments■Switch to ultra-low sulfur fuel throughout its diesel

fleet including incorporation of B20 biodiesel■Retrofitting 400 vehicles by the end of 2003■Make ultra-low sulfur diesel fuel

available at city refuelingstations for other agencies


Partners

●Boeing Company commitments

●Use ultra-low sulfur diesel fuel for all Seattle-based heavy-duty diesel fleet vehicles

●Retrofit 70 heavy-duty diesel vehicles

●Take a leadership role in demonstrating the viability of retrofit hardware and fuel to the private sector


Partners: Commitments from others

● Over 3,000 retrofits by the end of 2004

● Well over 20 million gallons of ulsd demand

● Fuel price differential of under 5 cents per gallon

● Two fuel refiners now terminaling the fuel inside the urban area – U.S. Oil and Refining began production in June, 2003



● Kitsap, Community and Sound Transit using ulsd and particle filters on all diesels.

● Three school bus fleets retrofitted and many more on the way – some with EPA grant funding and some with state and local funding or a combination.

● The City of Tacoma solid waste fleet will be retrofitted and use ulsd and B20 by the end of the year.

● All King County solid waste vehicles use ulsd.

● Other solid waste fleets in the works.● Grant funding leveraged 10 to 1 on non-

school projects



•Off –road and marine pilots•Port of Seattle has used ulsd on runway construction equipment•State Ferries testing ulsd, EPA diesel and biodiesel•Military bases using ulsdin boilers and diesel trucks •Public contracting specifications effort


Clean Buses, Healthy Kids Program

● We have won a legislative appropriation for 5 million dollars per year over the next five years for school bus cleanup

● We will retrofit 5,000 to 8,000 school buses statewide

● We are training other air agencies and school districts

● We are leveraging state funds with federal grant funding

● A major legislative victory in the face of record deficits and a stagnant economy


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How we got started


How we got started

●A Stappa/Alapcopresentation by EPA retrofit staff got us interested

●We approached the 5 refiners in our region to see if they would make ultra-low sulfur diesel available before 2006

●Conoco Phillips said they would if we developed a sufficient market


How we got started

●We went to key political leaders with large fleets to see if they would take a leadership role and made our case


How we got started

●Greg Green, Mitch Greenberg, Jim Blubaugh and the EPA retrofit staff and Bruce Buckheitof OECA made key commitments to help us develop and promote the program


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FleetOperators


Fleet Operators: Arranging a meeting

●We knew we needed the added credibility of engine manufacturers, retrofit manufacturers, fuel suppliers and people with retrofit experience

●EPA helped us bring the Diesel Technology Forum, MECA, Cummins, Johnson Matthey, Detroit Diesel, Engelhard and other national players to the meeting

●To generate interest we arranged a meeting with key fleet operators


Fleet Operators: Arranging a meeting

●We brought in local political leaders to endorse the effort at the meeting

●EPA made a grant funding commitment at the meeting

●Boeing and several other key partners committed to the program as a result and we created momentum


Fleet Operators: Frequently asked questions

●What will the costs be?■ We underestimated both fuel

and retrofit costs initially■ Fuel is now under 5 cents per

gallon differential but started at about 15 cents per gallon more

■ Retrofits have varied from $5500 to $8000 for particle filters to $1500 to $2500 for oxidation catalysts

●Will warranties be affected?■ Ultra-low sulfur fuel alone is no

longer an issue but it was■ Warranties with retrofit devices

still need to be addressed



●Will there be engine or other problems from the fuel?■ Some filter plugging from tank

contamination early on■ Fleet managers remember

issues with the change to 500 ppm fuel

■ Engine manufacturer support and specs have helped here



●How do the devices work?■ A clear explanation of the device

options and how they work is important

■ An explanation that fleet analysis is necessary up front is helpful

●Will the devices work?■ Sharing the results from other

demonstration projects is very important in building credibility – the New York Transit and BP ECD-1 pilots have been very useful for us

■ Having local distributors and national engine manufacturer reps describe their company’s experiences is extremely important


Catalyzed Particulate Filter

●Johnson Matthey■ Unique, patented CRTTM particulate filter system


Diesel Oxidation Catalyst



●What type of installation and maintenance issues are there?■ Installations have been

straightforward, but need to be tailored for each application

■ Maintenance and longevity descriptions from manufacturers are helpful

■ Local manufacturer reps are very helpful here



●What emission reductions can be expected?

■ Ultra-low sulfur diesel will give 10% particulate reductions alone

■ An oxidation catalyst with EPA diesel will reduce fine particles 30% and toxics and hydrocarbons 50%

■ An oxidation catalyst with ultra-low sulfur diesel will reduce fine particles 50% and toxics and hydrocarbons up to 70%

■ A catalyzed particle filter requires ultra-low sulfur diesel and reduces fine particles, toxics and hydrocarbons by 90-95%

■ NOx reductions require other solutions


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Key questions…key answers


Key questions… key answers:What have key challenges been?

●The economy –Seattle, King County and Washington state all have major budget deficits

●Retrofit devices have cost more than original estimates



●Fuel distribution costs and logistics■ Early costs were higher than

original estimates for fuel■ The distribution network is not

set up for an additional fuel■ Separate truck racks and

distribution facilities are needed to avoid contamination

■ Truck and trailer transport costs are significant

■ Higher volumes of fuel are needed to use lower cost options of barging and pipeline transport

■ Some fuel distributors see a business opportunity and some see this as a nuisance and want to add on extra handling charges or extra profit margins



● Initial difficulties in getting competitive bids

●Myths and fears of new fuel and technology

●Difficulties in getting timely performance from filter suppliers


Key questions… key answers:What have we learned?

●Fleet analysis for traps is imperative■A nearly uniform fleet like a transit agency’s is

easiest. You can map a few engines and duty cycles and design devices appropriately.

■Mixed fleets require more effort and more sophisticated fleet analysis▲EPA can help identify the general approach and

possibilities– Age of engines is an issue– Duty cycles are important – not all are amenable to

particle filters – oxidation catalysts more universal– Some 2 cycles are just too dirty to be retrofitted– Some engines have a short remaining useful life and

just need to be replaced with new vehicles equipped from the start with catalysts and filters



●Particle filters are still custom designs■ We are not at a stage where off-the-

shelf devices are the norm■ Until that is the case, the costs for

particle filters will remain relatively high and supply will be difficult

●Working in advance with potential bidders is necessary

●Price competition on fuel doesn’t happen without multiple producers


Key questions… key answers

–Flexibility in retrofit approach is necessary» Some fleets can only afford simple options like

oxidation catalysts or alternate fuel now» Some will opt for biodiesel»Meeting the needs and budget of each fleet is

necessary» Having enough subsidy money to give a little to

everyone is helpful» Help each fleet operator to evaluate options



●You can do a program like this●There are many people who want to help make retrofits

work●People know that diesel pollution is a problem that needs

to be addressed, they just need help in finding solutions● It takes substantial funding to make an effort like this get

off the ground, but others are willing to spend a lot more if there is a little seed money to get them going

● It takes a very sustained effort at a high organizational level to get a program up and running – you have to be willing to push through major challenges

●Rewards and recognition are motivators


Key questions… key answers:Where are we now with our program?

●We are focusing a lot of time and effort on getting the school bus program implemented

●Supporting partners is time intensive●Fuel pricing and distribution challenges

have largely been met■ Increased fuel volumes to get terminals closer to

users was necessary to reduce transport costs ■ Price competition is happening■ More joint marketing efforts would be helpful


Key questions… key answers:Where are we now with our program?

●We’re integrating our program with Clean Cities’ efforts to bring in biodiesel and CNG – we have several “gold standard” projects using ultra low sulfur diesel, 20% biodiesel and retrofits

●Starting with simple improvements like idling reduction can also be beneficial

●We’ve gotten national recognition for program participants with an EPA Clean Air Act Advisory Committee Award

●We’ve had great success with large public fleets but little success with private fleets

●This will get easier after June 2006


Conclusions

●This program offers great opportunities for avoiding additional regulations

●We are making significant, necessary environmental and public health improvements

●This has been a great opportunity for successful collaboration between the public and private sectors


Web resources

●www.pscleanair.org/dieselsolutions

●www.epa.gov/otaq/retrofit/

●www.ecdiesel.com

●www.dieselforum.org/retrofit/retrofit.html

●www.dieselnet.com

●www.jmcsd.com (Johnson Matthey)

●www.engelhard.com

●www.meca.org

http://www.pscleanair.org/dieselsolutions

http://www.epa.gov/otaq/retrofit/

http://www.ecdiesel.com/

http://www.dieselforum.org/retrofit/retrofit.html

http://www.dieselnet.com/

http://www.jmcsd.com/

http://www.engelhard.com/

http://www.meca.org/

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