United States
Environmental Protection
Agency
National Clean Diesel Campaign
Innovative Strategies for Cleaner Air \
•»
2005 Progress Report
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Table of Contents
Introduction 2
Background 2
What Is the National Clean Diesel Campaign? 3
Summary of Key Accomplishments, 2004-2005 4
Program Activities 8
Regulatory Strategies for the Future 8
Voluntary Strategies for Cleaning Up the Legacy Fleet ... 9
Collaborations and Partnerships 13
Looking Ahead 21
Appendix: Verified Retrofit Technologies 23
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Introduction
Background
rom the farm to the neighborhood grocery store,
we find diesel engines in every corner of society.
Diesel engines power the movement of goods
across the nation, help construct the buildings in which
we live and work, help build the roads on which we travel,
and carry millions of children to school each day. While
diesel engines provide mobility and are critical to the
nation's economy, exhaust from diesel engines contains
pollutants that negatively impact human health and
the environment.
Diesel engines are a major source of pollution. Speci-
fically, they emit particulate matter (PM), also known
as soot; nitrogen oxides (NOx), which contribute to the
"Working together we are going to make that black
puff of smoke a thing of the past."
Stephen L Johnson, EPA Administator
production of ground-level ozone, or smog; hydrocar-
bons (HC); and air toxics. These pollutants contribute to
poor air quality in many areas of the country and can
cause serious health problems, especially for children,
the elderly, and the chronically ill.
Fortunately, many cost-effective solutions are available
today that can dramatically reduce pollutants from diesel
exhaust. There are a variety of dependable, effective, and
affordable technologies and measures—from exhaust fil-
ters to cleaner fuels to idle-reduction strategies—that will
allow the nation to harness the power of diesel engines
without compromising public health or the environment.
National Clean Diesel Campaign — 2005 Progress Report
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National Clean Diesel Campaign
What Is the National Clean
Diesel Campaign?
The U.S. Environmental Protection Agency (EPA) estab-
lished the National Clean Diesel Campaign (NCDC) to
promote diesel emission reduction strategies. NCDC
includes regulatory programs to address new diesel
engines as well as voluntary programs to address the
millions of diesel engines already in use.
NCDC's Regulatory Programs for
New Diesel Engines
EPA has finalized two sets of clean fuel and vehicle
emission standards that will lead to dramatic emission
reductions in new diesel-powered engines.
The 2007 Heavy-Duty Highway Engine Rule will cut
harmful pollutants from highway engines by more
than 90 percent, resulting in annual reductions of 2.6
million tons of NOx and 110,000 tons of PM when
fully implemented.
The Clean Air Nonroad Diesel Rule will cut emissions
from new construction and agricultural and industrial
engines by more than 90 percent, resulting in annual
reductions of 738,000 tons of NOx and 120,000 tons
of PM annually when fully implemented.
NCDC's Voluntary Strategies
More than 11 million diesel engines in operation today
do not meet EPAs new clean diesel standards, yet these
engines can continue to operate for 20 to 30 years. EPA
established voluntary programs to accelerate emission
reductions from older diesel engines to provide more
immediate air quality benefits. The goal of EPAs volun-
tary programs is to address in-use diesel engines in five
National Clean Diesel Campaign — 2005 Progress Report
Diesel Emissions and Public Health
Reducing diesel engine emissions is one of the most
important public health challenges facing the country.
Emissions from these engines, especially particulate
matter (PM), contribute to health problems. PM has been
associated with an increased risk of premature mortality,
hospital admissions for heart and lung disease, and
increased respiratory symptoms. Long-term exposure to
diesel exhaust is likely to pose a lung cancer hazard.
In addition, nitrogen oxides (NOx) contribute to ozone,
which can aggravate asthma and other respiratory
diseases, leading to more asthma attacks, the use of addi-
tional medication, more severe symptoms that require a
doctor's attention, more visits to the emergency room, and
increased hospitalizations. Ozone can inflame and damage
the lining of the lungs, which can lead to permanent
changes in lung tissue, irreversible reductions in lung func-
tion if the inflammation occurs repeatedly over a long time
period, and a lower quality of life. Children, outdoor work-
ers, people with heart and lung disease, and the elderly
are most at risk.
The emissions in diesel exhaust contribute to poor air
quality in many areas of the country. Areas designated as
"nonattainment" do not meet the health-based National
Ambient Air Quality Standards. About 159 million Americans
live in areas that are designated as nonattainment with the
8-hour ozone standard. Nearly 90 million people live in areas
that do not meet the PM standard. EPA and states are work-
ing aggressively to reduce air pollution in these areas to
protect the health of all Americans. Reducing diesel emissions
is necessary to accomplish this task.
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Diesel Emissions and the Environment
In addition to public health impacts, diesel exhaust can also
contribute to environmental problems. The NOx in diesel
exhaust can contribute to the formation of ozone (smog),
which can make plants more susceptible to disease, pests,
damage from other pollutants, and harsh weather condi-
tions. The NOx and sulfur in diesel emissions contribute to
acid rain, which can negatively impact bodies of water and
damage the building blocks of aquatic ecosystems. Fine
particulates from diesel engines can also be a source of
haze, which affects people's ability to see long distances
and to enjoy scenic vistas in recreational areas such as
national parks. In addition, PM, NOx, and ozone can all
contribute to crop damage.
key sectors—freight, construction, agriculture, ports, and
school buses—by promoting a variety of cost-effective
and innovative emission reduction strategies, including
switching to cleaner fuels; retrofitting, repairing, repow-
ering, and replacing equipment; and reducing idling.
EPA has made significant progress toward this goal by
engaging in partnerships, fostering innovative technolo-
gies, and providing grants to accelerate the introduction
of clean diesel technologies.
Summary of Key
Accomplishments, 2004-2005
Regulations Driving Cleaner Engines
Through landmark regulations, EPA has dramatically
reduced and will continue to reduce the amount of PM
and NOx emitted from the tailpipes of new diesel
engines. Current highway trucks and buses emit about
one-sixth of the PM and less than 80 percent of the
NOx of a 20-year old truck. In 2007, new heavy-duty
diesel engines will become even cleaner, and all high-
way diesel engines will be powered with cleaner diesel
fuel. In 2008, nonroad engines in construction, agricul-
ture, and industrial equipment will become 90 percent
cleaner than they were just over a decade ago.
Highway Heavy-duty Diesel Engines
NOx Emission Standards
12
10
8
6
4
2
1988-89 1990 1991-97 1998-2003 2004-06 2007+
Highway Heavy-duty Diesel Engines
PM Emission Standards
u./
0.6
0.5
0.4
0.3
0.2
0.1
n
1988-90
1991-93
1994-2006
2007+
Through the 2007 Heavy-Duty Highway Engine Rule,
EPA estimates that emission reductions will prevent:
• 8,300 premature deaths
• More than 9,500 hospitalizations
• 1.5 million lost work days annually
The total health benefits from the rule are expected to
be more than 17 times the compliance costs.
National Clean Diesel Campaign — 2005 Progress Report
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Nonroad Diesel Engines (175-750 hp)
NOx Emission Standards
1996-2000 2001-2005 2006-2010 2011-2014
Nonroad Diesel Engines (175-750 hp)
PM Emission Standards
0.4
0.35
0.3
0.25
0.2
0.15
0.1
0.05
n
, ,
1996-2000
2001-2010
2011-2014
In addition, the Clean Air Nonroad Diesel Rule is
expected to prevent:
• 12,000 premature deaths
• 8,900 hospitalizations
• 1 million lost work days annually
The total benefits from this rule are expected to be
40 times the compliance costs.
Voluntary Programs Yielding Results
While EPA regulations are making new diesel engines
cleaner, EPA has been reducing the amount of pollution
emitted from nearly 200,000 diesel engines in operation
today through NCDC's voluntary programs. The voluntary
programs' estimated lifetime PM reduction of 20,000 tons
is equivalent to removing more than 1,000 heavy-duty
trucks from the nation's roads. The NOx lifetime reduction
of more than 110,000 tons is comparable to removing
almost 115,000 large diesel trucks from the road.
Clean diesel retrofit programs currently under way will
provide approximately $4 to $5 billion in health benefits
from PM reductions over the life of the programs (in
year 2000 dollars), including avoiding:
• Approximately 1,000 cases of premature deaths.
• Approximately 2,000 chronic illnesses, such as
chronic bronchitis and non-fatal heart attacks.
• Nearly 40,000 respiratory symptoms in children.
• About 27,000 asthma exacerbations, 1,000
of which would be serious enough to send a
patient to the emergency room.
• Hundreds of thousands of minor restricted
activity days.
This health benefit estimate, from clean diesel retrofit
programs currently underway, does not take into account
other impacts from diesel emissions such as ozone-
related health effects, visibility effects, and air toxic
effects, such as cancer risks.
Fostering Technology
NCDC voluntary programs are creating demand for
emission reduction technologies. To date, EPA has
verified emissions benefits for 17 emission control tech-
nologies through extensive and statistically rigorous
testing. In addition, 20 states and Washington, D.C., are
using ultra-low sulfur diesel well ahead of EPA's mandates.
This cleaner diesel fuel directly reduces emissions from
engines and enables the use of some of the most
effective emission control devices to date. Clean diesel
partners are using a wide variety of technologies to
reduce emissions.
National Clean Diesel Campaign — 2005 Progress Report
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Diverse Technologies Reduce Diesel Emissions
Selective Catalytic Reduction
Replacement (clean diesel,
Compressed Natural Gas) Diese| particulate Filter (Ultra-
4% ^ • Low Sulfur Diesel) 11%
Biodiesel
24%
Closed Crankcase Ventilation
(Diesel Oxidation Catalyst,
cleaner fuels)
3%
Diesel Oxidation Catalyst
(cleaner fuels) 8%
Ultra-Low Sulfur Diesel
3%
Diesel Oxidation Catalyst
26%
Engine Repower
19%
Diesel Particulate Filter/Lean
NOx Catalyst
2%
Clean diesel projects currently underway employ a wide range of strategies to
achieve reductions in diesel emissions. This chart illustrates the percentage of
vehicles/engines that use a particular technology to reduce diesel emissions.
Broad-based Support
Through NCDC, EPA has collaborated with more than
500 partners to reduce the health effects of diesel emis-
sions across the nation. These diverse and committed
partners include state and local governments that have
created incentive programs to reduce emissions from
both public and private fleets; businesses and industry
groups that have provided technical assistance and devot-
ed millions of dollars to retrofit diesel engines; and envi-
ronmental or community groups that have successfully
advocated for and managed effective projects to help
reduce the public health impacts from diesel emissions.
Partnerships have resulted in more than one million chil-
dren in 150 school districts riding more than 20,000
cleaner buses; freight collaborations have created more
than 50 idle-reduction projects along major interstate
corridors; and more than 200 shipping and trucking
companies have committed to reducing emissions from
roughly 300,000 trucks.
EPA recently showcased the results of its collective
efforts and expanded the partnership base at the NCDC
Policy Leaders Summit, which was co-sponsored by the
Diesel Technology Forum and the Manufacturers of
Emission Controls Association. Approximately 300 gov-
ernment, industry, and environmental leaders converged
in Washington, D.C., to share lessons learned from
successful programs and to explore innovative options
for accelerating diesel emission reductions. At the
conference, EPA welcomed several new organizations
into the campaign and fostered new opportunities for
collaboration and partnership.
National Clean Diesel Campaign — 2005 Progress Report
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Funding Projects
EPA has funded many successful projects across the
country through NCDC.The campaign's Clean School
Bus USA program has provided approximately
80 grants, which have led to approx-
imately 10,000 school bus retrofits.
EPA has also provided NCDC fund-
ing toward 28 projects that will
reduce emissions from more than
1,000 diesel vehicles and equipment
used in construction, ports, agricul-
ture, transit, and municipal fleets.
SmartWay Transport grants have
created more than 1,000 electrified
parking spaces that reduce emis-
sions by eliminating engine idling.
More than 300 clean diesel proj-
ects nationwide are resulting in
significant emission reductions
(in lifetime tons) including:
EPAs clean diesel grants leverage more than $2 for
every federal dollar invested. Demand for NCDC grant
funds has exceeded available resources by 10 times,
illustrating great support for
reducing diesel emissions. In
addition to EPAs clean diesel
funds, several state and local pro-
grams are providing financial sup-
port for clean diesel strategies. For
example, California's Carl Moyer
Program has granted more than
$150 million in clean diesel proj-
ects since 1998, and the program
expects to grant more than $140
million annually until 2015. The
Texas Emissions Reduction Plan
has granted more than $180
million since 2001.
110,000 NOx
20,000 PM
35,000 HC
125,000 carbon monoxide (CO)
EPA Funded Retrofit Projects (as of 2/22/2006)
' 2004 Project!
Pro-.ncli
2000 - 2002 Projtcti
National Clean Diesel Campaign — 2005 Progress Report
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Program Activities
EPA launched NCDC in 2004 to mitigate the impact
of diesel emissions on public health and the envi-
ronment. NCDC is a comprehensive initiative to
reduce pollution from diesel engines across the country
by implementing varied control strategies and proactively
involving national, state, and local partners. NCDC com-
prises regulatory programs to address new engines and
voluntary programs to address the millions of diesel
engines already in use.
Regulatory Strategies
for the Future
The Clean Air Nonroad Diesel Rule and the 2007 Heavy-
Duty Highway Engine Rule set stringent standards on
new diesel engines and diesel fuel. The Nonroad Rule
will cut emission levels from new construction, agricul-
ture, and industrial diesel engines by more than 90 per-
cent. Clean ultra-low sulfur diesel (ULSD) fuel will be
required for use in highway diesel engines starting in 2006
and nonroad machines in 2010. In addition to directly
reducing emissions from the diesel fleet, these clean fuels
will enable the use of advanced aftertreatment technolo-
gies. Technologies, like particulate filters, capable of emis-
sion reductions of 90 percent or more will be required
under new standards that will be phased in for the high-
way sector in 2007 and the nonroad sector in 2008.
Both rules will yield enormous long-term benefits for
public health and the environment. By 2030, when the
full effect of these rules are realized, PM and NOx will
National Clean Diesel Campaign — 2005 Progress Report
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Benefits from the Clean Air Nonroad Rule
The long-term annual health benefits from this important
program include the prevention of approximately:
• 6,000 children's asthma-related ER visits.
• 8,900 hospitalizations.
• 12,000 premature deaths.
• 15,000 heart attacks.
• 280,000 cases of respiratory symptoms in children.
• 1 million workdays lost.
When fully implemented, the annual monetized health
benefits of this program will exceed $80 billion, compared
to implementation costs of $2 billion.
Benefits from the 2007 Heavy-Duty
Highway Rule
EPA's new emission and fuel standards for heavy-duty
highway vehicles will result in large reductions in ozone and
PM. In 2030, these reductions will prevent approximately:
• 8,300 premature deaths.
• More than 9,500 hospitalizations.
• 1.5 million workdays lost.
The total health benefits are worth more than $70 billion
each year, with costs of only $4 billion.
be reduced by 250,000 tons per year and four million
tons per year, respectively. These reductions will
result in annual public health benefits of more than
$150 billion, at a cost of approximately $7 billion.
New highway and nonroad standards are the critical
foundation of EPA's diesel emission control programs.
EPA is fully committed to the successful implementation
of the Clean Air Nonroad Diesel Rule and the 2007
Heavy-Duty Highway Engine Rule. The Agency is work-
ing with industry to ensure that new engines meet
the required standards throughout their useful life.
To that end, EPA certifies and tests engines with the
latest emission testing technologies.
EPA is also bringing clean diesel to the rail and marine
sectors by developing new emission requirements for
locomotives and marine engines. Without these regula-
tions, locomotive and marine sources are expected
to contribute 45 percent of diesel PM and 27 percent
of NOx from mobile sources in 2030. Through the use
of cleaner fuels and engines, EPA can reduce the impact
of locomotive and marine engines.
Voluntary Strategies for
Cleaning Up the Legacy Fleet
The more stringent diesel engine emission standards are
set to take effect over the next decade, but the full effect
of new regulations will not be realized for some time.
Through NCDC's voluntary programs, EPA seeks to
reduce emissions from millions of diesel engines in use
today. NCDC is built on an impressive portfolio of EPA's
voluntary projects. Today there are more than 300 proj-
ects in 44 states and more than 500 partners across the
country. More than 20 states are using ultra-low sulfur
diesel fuel well ahead of EPA's regulatory schedule.
EPA is committed to reducing the emissions from the
existing fleet of diesel engines through collaboration
and a variety of cost-effective voluntary strategies.
States and local agencies are developing clean air imple-
mentation plans that rely on cost-effective solutions to
reduce air pollutants that contribute to nonattainment of
the health-based National Ambient Air Quality Standards.
To assist these governments, EPA has created
peer-reviewed emission models and provided State
Implementation Plan guidance to state air partners.
EPA has also created productive partnerships with
diverse groups—from environmentalists to industry
National Clean Diesel Campaign — 2005 Progress Report
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to state and federal representatives—to work toward a
shared goal of cleaning up diesel emissions. For exam-
ple, EPA has worked with the National Conference
of State Legislatures to pass a resolution in support of
clean diesel efforts. In addition, EPA has engaged its
stakeholders to work together with dozens of organiza-
tions and groups through a Federal Advisory Committee
Act workgroup.
Clean Diesel Solutions
There is a wide range of emission reduction strategies
available for any diesel vehicle or equipment application,
including:
• Using cleaner fuels.
• Replacing older equipment.
• Reducing idling.
• Retrofitting engines with verified technologies.
• Repowering (replacing an old engine with a new,
cleaner engine).
• Properly maintaining equipment.
• Gaining operational efficiencies.
Retrofit technologies are advancing at a rapid pace. The
use of established technologies, such as diesel oxidation
catalysts (DOCs) and diesel particulate filters (DPFs),
continues to grow exponentially, while new, emerging
technologies, such as lean NOx catalysts (LNC), are
steadily improving. Retrofit technologies often vary in
the type of pollutant reduced. DOCs and DPFs remove
PM from the exhaust. DOCs or DPFs can be combined
with a NOx reduction strategy, such as using a cleaner
fuel, to enhance the emission reduction benefits.
While retrofit technologies are one option for reducing
diesel emissions, other options include cleaner fuels such
as compressed natural gas and the replacement of older
engines and equipment. Cleaner fuels are becoming
more prevalent throughout the country. The switch to
ULSD fuel for highway engines enables advanced emis-
sion reduction technologies (e.g., DPFs) to operate effec-
tively. Another option that can be applied to any vehicle or
equipment is to reduce idling. Simply turning off the
engine when the vehicle or machine is not in use can
reduce emissions as well as save fuel and minimize wear
and tear on the engine.
Verifying Emission Reductions from
Retrofit Technologies
To evaluate the effectiveness of retrofit technologies,
EPA created the Retrofit Technology Verification Program.
Through this program, EPA helps to ensure users of
retrofit technologies that the actual emissions benefits
from retrofit technologies match those advertised by the
manufacturer. The verification process includes evaluations
of the emission reduction performance of retrofit tech-
nologies—including the durability of the technologies—
and identification of engine operating criteria and other
conditions that must exist for these approved technolo-
gies to achieve the verified level of reductions.
National Clean Diesel Campaign — 2005 Progress Report
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Summary of Available Options for Reducing Diesel Emissions
*•'.
Diesel Particulate
Filter (DPF)
Diesel Oxidation
Catalyst (DOC)
Lean NOx Catalyst
(with a DPF)
Exhaust Gas
Recirculation
(with a DPF)
Selective Catalytic
Reduction
Closed Crankcase
Ventilation systems
Ultra-Low Sulfur
Diesel
Biodiesel
Additives
Emulsions
Repowering
Replacement
DPFs are honeycomb or mesh devices that filter, or trap PMfrom the exhaust.
Exhaust temperature, duty cycle, and fuel type are critical elements to evalu-
ate prior to selecting a DPF.
DOCs reduce harmful pollutants by catalytically converting pollutants to water
and carbon dioxide (C02). Inside the canister is a honeycomb substrate that is
coated with a small amount of precious metals where the reaction occurs.
LNCs are catalysts that promote the reduction of NOx by using hydrocar-
bons as a reducing agent. Often an LNC is combined with a DPF.
EGR technology recirculates a portion of engine exhaust back into the
engine. This recirculation cools peak combustion temperatures and
dilutes the oxygen content of the fuel-air mixture, thus reducing NOx.
EGR can be coupled with a DPF to reduce even more PM.
SCR technology injects urea (or some form of ammonia) into the exhaust
stream which reacts over a catalyst to reduce NOx emissions.
CCV systems are designed to return crankcase blow-by gases to the
engine intake for subsequent combustion during the engine combustion
process.
ULSD fuel has a sulfur content of 15 parts per million (PPM) or less.
Renewable fuel (meeting ASTM spec 6751) that can be manufactured
from vegetable oils or animal fats.
Chemicals added to the fuel in very small amounts to improve one or
more properties of the base fuel.
Water and additives mixed with fuel to lower combustion temperatures.
Replacing an older engine with a newer, cleaner engine or replacing a
diesel engine with one that can use alternative fuels.
Replacing older vehicles and equipment with ones that are newer and
cleaner.
PM
Up to
90+
20-50
Up to
90+
Up to
90+
30-50
10-25
5-10
varies
—
16-60
varies
varies
NOx
—
—
25
Up to
50
(60-90
with DPF)
Up to
90+
—
—
varies
Up to
5
10-25
varies
varies
HC
60-
90
60-
90
60-
90
60-
90
50-
90
30-
40
—
varies
—
varies
varies
varies
CO
60-
90
60-
90
60-
90
60-
90
50-
90
30-
35
—
varies
—
varies
varies
varies
* Percent emision reduction of the following pollutants:
PM - Particulate Matter HC - Hydrocarbons
NOx - Nitrogen Oxides CO - Carbon Monoxide
National Clean Diesel Campaign — 2005 Progress Report
11
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EPA compiles this information for each of these tech-
nologies and posts it on EPA's Verified Technology List
(see Appendix).
EPA evaluates each technology
using a specific fuel, on a specific
engine, and under specific
loading cycles. Depending on the
manufacturer and/or the technology,
an independent laboratory may
be used to conduct the majority of
verification testing.
and CARB's commitment to cooperate on the evalua-
tion of retrofit technologies. This agreement commits
EPA and CARB to work toward accepting PM and NOx
verification levels assigned by the other's verification
programs.
"Retrofits have been a high
priority, and ... they will
continue to be a high priority
for my office and the Agency."
Bill Wehrum, EPA Assistant Administrator
The California Air Resources Board
(CARB) has a verification process similar to EPA's verifi-
cation process. EPA signed a Memorandum of
Agreement (MOA) with CARB for the Coordination and
Reciprocity in Diesel Retrofit Device Verification. The
MOA establishes reciprocity in verifications of hardware
or device-based retrofits, and further reinforces EPA's
Additionally, as retrofit manufactur-
ers initiate and conduct in-use
testing, EPA and CARB have
agreed to coordinate this testing
so that the data manufacturers
generate satisfy the requirements
of each program. This MOA is
intended to expedite the verifica-
tion and introduction of innovative emission reduction
technologies, by reducing the effort needed for retrofit
technology manufacturers to complete verification. In
addition to the Verified Technology List, EPA recognizes
and accepts retrofit hardware strategies or device-based
systems that have been verified by CARB.
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National Clean Diesel Campaign — 2005 Progress Report
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Collaborations and Partnerships 2004 Diesel Emissions Inventory by Sector
EPA works collaboratively with businesses and industry
representatives, government, environmental and com-
munity organizations, and others to achieve immediate
and significant environmental results. EPA engaged its
stakeholder community to form a work group under the
auspices of the Clean Air Act Advisory Committee to
gain a consensus among all members on how to best
address emission reductions from the existing fleet of
diesel vehicles and equipment. Through this effort, EPA
has developed a broad, diverse coalition of stakeholders
that is working toward a shared vision of innovative
strategies and incentives for reducing diesel emissions
from public and private fleets.
At the regional level, several clean diesel collaboratives
have formed across the country and are employing
proactive, incentive-based approaches to achieve region-
al environmental improvement. Members of these
regional initiatives have agreed collectively to secure
additional funds for projects and to take a more localized
approach to diesel emission mitigation.
EPA Regions 9 and 10 formed the West Coast
Collaborative. The Collaborative is the first regional initia-
tive under NCDC, charged with reducing air pollution
emissions from diesel engines along the west coast.
This joint effort includes EPA, the U.S. Department
of Agriculture/Natural Resource Conservation Service,
the U.S. Department of Energy, the U.S. Department of
Transportation (DOT), the governments of Canada and
Mexico, as well as state, local, non-profit, and private sec-
tor partners from California, Alaska, Washington, Oregon,
Idaho, and Hawaii. Members of the collaborative work
across sector workgroups for agriculture, construction,
locomotives and rail, marine vessels and ports, and
trucking to identify, fund, and implement regional diesel
emission reduction projects.
Six other regional collaboratives have also been initiated
around the country (see map, page 12). The Midwest
Diesel Initiative, formed by EPA Region 5, is a coopera-
tive, public/private effort to reduce diesel emissions
along major transportation corridors and Midwest cities.
The Midwest Initiative is focused on trucking, rail, ports,
other nonroad*
16%
freight
21%
other highway**
24%
school bus 4%
transit 1%
construction
15%
agriculture
16%
Note: Port data is unavailable.
'Examples of other nonroad include nonroad equipment used at industrial sites
and airports.
"Other highway refers to smaller trucks and vehicles (LD to Class 5).
agriculture, and U.S.-Canada border areas. For the
Northeast Diesel Collaborative, EPA Regions 1 and 2
work with eight northeastern states in partnership with the
Northeast States for Coordinated Air Use Management
to reduce exposure to diesel emissions. The newly devel-
oped Mid-Atlantic Diesel Collaborative in EPA Region 3
promotes the reduction of diesel emissions by leveraging
resources, raising awareness, sharing information and
expertise, and implementing projects.
NCDC's Sector Focus
EPA chose to focus its voluntary efforts on five key
sectors: school buses, ports, construction, freight, and
agriculture. These sectors represent a diverse array
of diesel engines in use today and provide the best
opportunities to obtain emission reductions that can
significantly protect public health.
The five sectors were chosen for many important reasons:
• Each sector has a significant impact on public
health and is present in areas with poor air quality
or near susceptible populations. Under the Clean
School Bus USA Program, for example, EPA
targets its resources to ensure that children, who
are especially susceptible to diesel pollution,
National Clean Diesel Campaign — 2005 Progress Report
13
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2004 NOx Emissions by Mobile Diesel Sector 2004 PMzs Emissions Mobile Diesel Sectors
non-port marine*
12%
non-port marine*
9%
freight****
56%
other nonroad
4%
other highway**
3%
ports
4%
agriculture
8%
construction
11%
school bus
1%
*Non-port marine includes recreational vessels and a fraction of C1, C2 and C3 marine.
**Examples of other nonroad include equipment used at industrial sites and airports.
***Other highway refers to smaller trucks and vehicles (LD through Class 5).
****Freight includes heavy-duty trucks and some nonroad rail.
other nonroad
9%
other highway***
3%
ports
5%
agriculture
19%
freight****
32%
school bus 2%
transit <1%
construction
21%
*Non-port marine includes recreational vessels and a fraction of C1, C2 and C3 marine
**Examples of other nonroad include equipment used at industrial sites and airports.
***Other highway refers to smaller trucks and vehicles (LD through Class 5).
****Freight includes heavy-duty trucks and some nonroad rail.
can breathe cleaner air while being safely
transported to school.
The five sectors combined represent roughly 80
percent of all diesel NOx and PM emissions from
the mobile sector. The freight sector alone
accounts for approximately 30 percent of all
mobile source diesel PM emissions.
Cost-effective strategies exist for each sector.
Diesel retrofit strategies are some of the most
cost-effective measures for PM emission control.
Nonroad equipment found in the construction,
agricultural, and port sectors is often powered by
older diesel engines that comply with much less
stringent emission standards than today's stan-
dards. For comparable model years and engine
sizes, older nonroad equipment can emit as much
as 70 to 100 percent more pollution than today's
engines. Thus, cleaning up nonroad equipment
can be particularly cost-effective and important
for public health.
Support for the sector programs has been
overwhelming. Industries in the five sectors are
voluntarily acting to reduce diesel exhaust. Some
federal funding solicitations are met with demand
that is 10 times greater than available resources.
Grant recipients have attracted additional resources,
averaging two to four times the amount of the
original grant.
Rapid growth in marine ports and construction.
Seaports are expanding and vessel size is
increasing in response to the nation's increased
global trade. According to DOT estimates, the
volume of foreign trade moving through U.S.
ports will more than double 1996 tonnage levels
by 2020, significantly impacting our coastal and
Great Lakes ports. In addition, the Bureau of
Labor Statistics projects that construction
employment will increase 15 percent from 2002
to 2012, making it the only goods-producing
sector expected to grow.
14
National Clean Diesel Campaign — 2005 Progress Report
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SmartWay"
U.S. ENVIRONMENTAL PROTECTION AGENCY
The Freight Sector: SmartWay Transport*1
The freight transport sector is a
pivotal component of the United
States' economic strength, but it
also presents environmental health
and air quality challenges. In 2004,
the freight sector emitted approxi-
mately one-third of all fine particu-
lates and more than half the
amount of NOx of all mobile diesel
sources. In addition, trucks and
locomotives burn 35 billion gallons
of diesel fuel each year, represent-
ing 20 percent of the fuel used in
the entire transportation sector.
"Like others in the transporta-
tion industry, we need to
operate efficiently and ensure
that we reduce the impact our
company has on the environ-
ment. By becoming a member
of SmartWay, our company,
as a whole, is challenged to
improve our operations for the
betterment of all."
Joe Chapman, Operations Manager
Triple S Trucking
To address the impact of the freight
system in the United States, includ-
ing the legacy trucking fleet, EPA developed SmartWay
Transport. SmartWay Transport is a voluntary public-
private initiative designed to improve the environmental
performance of the freight delivery system in the United
States through money-saving, market-based approaches.
The goal of the program is to reduce emissions by
promoting cost-effective strategies that reduce fuel con-
sumption and air pollution, by eliminating unnecessary
idling, installing emission control devices, and improving
freight logistics. By 2012, EPA expects to reduce more
than 200,000 tons of NOx annually, as well as 33 million
tons each year of carbon dioxide (CC^), a greenhouse gas
created from the combustion of fossil fuels, in addition
to significant PM reductions.
The sections that follow describe how the components
work and achievements to date.
The SmartWay Transport Partnership:
The Partnership involves voluntary collaboration
between EPA and the freight industry. When a company,
such as a freight shipper, carrier, or logistics company,
joins the SmartWay Transport
Partnership, it commits to (1)
assess the environmental perform-
ance of its current operations using
EPAs Freight Logistics Environ-
mental and Energy Tracking (FLEET)
Performance Models; (2) identify a
goal to improve its environmental
performance; (3) develop a plan
detailing how the goal will be
achieved; and (4) report its progress
annually to EPA. Companies that
join the partnership improve their
environmental performance by
adopting fuel efficiency technolo-
gies (e.g., trailer aerodynamics,
wide-based tires, auxiliary heating
and cooling units) and policies (e.g.,
no-idling zones at loading docks and speed policies) that
increase fuel efficiency of freight transport— saving
money while significantly reducing greenhouse gases
and air pollution.
Since its inception in 2004, more than 260 shipping and
trucking companies, representing more than 300,000
diesel trucks, have joined the SmartWay Transport®
Partnership. From partner commitments during the first
year, SmartWay Transport Partnership projects annual
reductions of 3.1 million tons of C02, 777 tons of PM,
and 22,096 tons of NOx. This amounts to an annual fuel
saving of 283 million gallons of diesel fuel—worth $807
million dollars per year to the industry.1
There are four components of SmartWay Transport:
the SmartWay Transport Partnership, National Idle-Free
Corridors Program, SmartWay Capitalization and
Upgrade Kits, and the SmartWay Technologies Program.
National Idle-Free Corridors Program: To address
unnecessary idling, EPA has developed the National Idle-
Free Corridors Program. The program targets infrastruc-
ture modifications at truck stops, travel centers, ports,
1 Fuel data is based on the November 10, 2005, diesel price of
$2.85 per gallon.
National Clean Diesel Campaign — 2005 Progress Report
15
-------
loading docks, terminals, and along the side of the road.
Over the last two years, the Agency has awarded 14
grants to states and non-profit organizations totaling
approximately $6 million for the deployment of idle-
reduction technologies around the country.
SmartWay Capitalization and Upgrade Kits:
In an effort to make cleaner technologies more accessi-
ble to companies, EPA has created a unique technology
deployment system called the "SmartWay Upgrade Kit"
which allows companies to integrate fuel-saving and
emission control strategies into their operations.
SmartWay upgrade kits generally consist of idling control
equipment, improved tire technology, improved tractor
and trailer aerodynamics, and a PM emission control
device. Together, these items create a more fuel-efficient
and lower emission truck, and benefits are realized in cost
savings to the truck driver. The SmartWay Upgrade Kit can
be customized to fit a variety of trucking operations.
To date, EPA has partnered with two states, Minnesota
and Arkansas, to offer small business loans that can be
used for the purchase of SmartWay Upgrade Kits. These
loans are being provided at below-market interest rates
and have flexible terms. EPA is working to develop simi-
lar financing options for SmartWay
Upgrade Kits with other states and
private institutions.
Clean Construction USA
Roughly two million
pieces of construc-
tion equipment are
used throughout the
nation every day. In
2005, construction
equipment generated
more than 30 per-
cent of NOx and PM
of all land-based,
nonroad sources, according to EPAs nonroad model.
Therefore, cleaning up construction equipment has
important public health benefits.
Clean Construction USA is a voluntary program that pro-
motes the reduction of diesel exhaust emissions from
construction equipment and vehicles. The program's
goal is to retrofit, rebuild, or replace approximately two
million diesel engines in the construction sector by 2014.
In the early stages of the construction program, more
than 7,000 machines were retrofitted, and almost $200
million was committed to make construction
engines cleaner.
Atypical bulldozer emits as
much PM as 500 cars.
SmartWay Technologies
Program: The Agency strives to
help freight companies employ the most fuel-efficient,
environmentally beneficial, and cost-efficient strategies
and technologies for their fleets. To this end, EPA pro-
vides a methodology that the industry can use to quanti-
fy the environmental benefits of new and emerging
products and helps accelerate the market deployment of
innovative freight technologies. As a first step toward
developing protocols, EPA performed preliminary tests
using aerodynamic and rolling drag reduction equipment
on Class 8 trucks. This preliminary testing demonstrated a
strong correlation between saving fuel and reducing
NOx emissions due to reduced engine load. A report is
expected to be released in 2006.
Under the Clean Construction USA
program, EPA works with key stake-
holders through collaborative efforts
to advance the use of construction
retrofits. The program has partnered
with the Associated General Contractors of America
(AGO and others to help contractors, owners, and oper-
ators of construction equipment to properly maintain
their equipment, retrofit and/or replace older diesel
engines with verified or certified technologies, and use
cleaner fuels. This year, representatives of the campaign
spoke at several conferences, including the largest con-
ference for the construction community, AGC's ConExpo.
EPA also works with states and local governments
to implement clean diesel construction programs.
A number of large-scale construction retrofit projects
are in progress across the nation. Through state grant
16
National Clean Diesel Campaign — 2005 Progress Report
-------
programs like the Texas Emission Reduction Plan and
California's Carl Moyer program, hundreds of pieces of
equipment have been retrofitted or replaced to signifi-
cantly improve the quality of air in those states and
across the country. The
Massachusetts Turnpike
Authority alleviated the
effects of diesel emis-
sions near sensitive
receptors such as resi-
dential communities and
hospitals by retrofitting
hundreds of construction
machines and by estab-
lishing an idle-reduction
policy for The Central
Artery/Tunnel Project
(The Big Dig) in Massachusetts.
EPA assists these efforts by providing technical assis-
tance, verifying technologies, and providing education
and outreach materials to showcase model projects
throughout the country.
Through Clean Construction USA, EPA has funded sev-
eral demonstration projects aimed at fostering the use
of new technologies for nonroad equipment. In 2004,
the Agency funded retrofit construction programs in
Colorado, Massachusetts, and Illinois that have enabled
hospital patients, university students, and local communi-
ties to breathe cleaner air. This November, EPA announced
nine new construction retrofit demonstration grants total-
ing almost $1 million. These grants will exhibit a wide vari-
ety of technologies including cleaner fuels, retrofit
technologies such as catalysts and filters, and engine
replacement, while improving air quality and serving as
valuable models for future clean construction projects.
Under the Clean Construction USA program, EPA
expects to launch many more clean construction proj-
ects throughout the country in the coming years. EPA
will issue additional funding assistance in 2006 and will
expand the number of tools available for clean construc-
tion projects. For example, EPAs new National Mobile
Inventory Model has a retrofit calculator that can
"Programs like EPA's National Clean Diesel
Campaign, the Texas Emission Reduction Plan,
and California's Carl Moyer Program have been
great in achieving emission reductions while
recognizing the needs of businesses, which can be
seen in the overall positive attitude of contractors."
Bob Lanham, Vice President
William Brothers Construction
assess nonroad emission reductions from projects. EPA
will release guidance on how to attain credits for these
reductions in air quality plans. In addition, Congress
passed a suite of provisions in the Energy Policy Act of
2005 and the
Transportation Act of
2005, which would pro-
vide funding and other
incentives for clean con-
struction projects
throughout the country.
For example, Congress
made retrofits, including
nonroad retrofits for
highway construction
equipment, a priority for
funding available through
DOT'S Congestion Mitigation and Air Quality (CMAQ)
Improvement Program. EPA will be working with DOT to
provide guidance for establishing CMAQ-funded retrofit
projects.
Clean Agriculture USA
Diesel-powered
engines help make
American farmers
among the most pro-
ductive in the world.
Roughly two-thirds of
all agricultural equip-
ment is diesel pow-
ered, according to
the Diesel
Technology Forum. The agricultural sector accounts for
nearly one-quarter of NOx and one-third of PM of all
land-based nonroad diesel emissions. With more than
two million diesel engines, reducing emissions voluntari-
ly from agricultural equipment can have significant public
health benefits for rural and suburban areas.
National Clean Diesel Campaign — 2005 Progress Report
17
-------
Clean Agriculture USA is the campaign's newest volun-
tary, incentive-based program. Through this program,
EPA will seek to achieve significant diesel emission
reductions from agricultural engines over the next 10
years. Through partnerships and demonstration projects,
the Agency is identifying cost-effective solutions to
reduce diesel emissions from farms and is working
collaboratively with the agricultural community to
implement diesel emission reduction projects.
EPA grants have provided the foundation for helping curb
agricultural emissions through several groundbreaking
projects. The Agency provided funding assistance to
place catalysts on agricultural equipment, retrofit or
replace agricultural pumps, test fuel additives in
biodiesel, and reduce equipment use through no-
till/direct seeding techniques.
In addition, EPA is working to address agricultural emis-
sions through partnerships with the U.S. Department of
Agriculture and various farm organizations and agricultur-
al businesses. The campaign's regional clean diesel initia-
tives play a critical role in working at the local and
regional level to offer guidance and coordinate efforts to
reduce diesel emissions in agricultural operations. For
example, the Midwest Diesel Collaborative works to
reduce emissions from the transport of agricultural
goods to market, while the West Coast Collaborative
works with organizations regionally to identify funding
assistance, establish programs, and share lessons from
clean diesel projects.
In the coming year, EPA expects to expand its stakehold-
er network, showcase more successful clean diesel proj-
ects, and release new outreach materials under the
Clean Agriculture program.
Clean Ports USA
Ports on coasts and
inland waterways
accommodate more
than 95 percent, by
weight, and 75 per-
cent, by value, of all
U.S. overseas trade.
In addition, the U.S.
port industry directly
and indirectly impacts
approximately $1.5 trillion in business sales for goods
and services. Over the past 30 years, port industry
impacts on the gross domestic product have increased
from 13 percent to 30 percent. The ships, vessels, cargo
handling equipment, trucks, and rail used in and around
ports rely heavily on diesel engines.
Solutions for mitigating the effects of diesel engines dif-
fer from one port to another, so EPA's Clean Ports USA
program offers a wide selection of technology options
and emission reduction strategies to fit individual port's
needs. EPA works with port authorities, marine terminal
operators, and other partners to overcome barriers to
reducing diesel emissions in this sector.
In its first year, Clean Ports USA has been successful in
reducing emissions at many major ports across the
country. For example, EPA awarded grants to the Port of
Houston, Port of Tacoma, and Massachusetts Port
Authority to establish new projects that demonstrate
innovative emission control technologies. The Agency
also awarded a grant to the Port of Long Beach, which is
a recognized leader in retrofitting cargo-handling equip-
ment. These ports are retrofitting some of their trucks,
18
National Clean Diesel Campaign — 2005 Progress Report
-------
yard equipment, straddle carriers, and rubber-tired gantry
cranes with retrofit technologies and cleaner fuels to
reduce pollution in their local area.
EPA is also partnering with the American Association of
Port Authorities (AAPA), the National Association of
Waterfront Employers, and other entities to develop cost-
effective methods to improve ports' environmental per-
formance. For example, in partnership with AAPA, ports,
and terminal operators around the country, EPA hosted a
series of clean diesel workshops to discuss the success-
es and challenges of reducing emissions at ports. In this
type of venue, ports can share information and brain-
storm solutions to their concerns about enhancing envi-
ronmental performance, while meeting business needs.
Several ports have already taken measures to reduce
diesel emissions and can serve as role models for other
ports. For example, the Port Authority of New York and
New Jersey led a tenant engine replacement program
for tenants expanding their fleets. Through this program,
terminal operators were advised to substitute highway
engines built to stricter emission standards in place of
older nonroad engines in yard trucks. After these
changes were implemented, operations at the port
increased by 25 percent, while fuel consumption
dropped by almost 20 percent. These engine replace-
ments also resulted in reductions of NOx emissions by
31 percent and PM by 32 percent. Additional benefits to
using newer, highway engines in yard trucks include
improved reliability, better warranty coverage, and lower
maintenance costs.
The Georgia Port Authority responded to its customers'
needs and overarching security concerns by introducing
a Web Access Gate System. The system reduces emis-
sions while improving efficiency by 84 percent and
increasing gate transactions from 38 manual transac-
tions per hour to 240 per hour. Processing time for
entering trucks was cut from 22 to six minutes. More
than 3,000 gallons of fuel are saved each day and the
reduction in truck idling reduces a half-ton of NOx and
33 tons of C02 per day.
In the coming year, EPA will continue to provide technical
assistance, support demonstration projects, and show-
case results. EPA expects to provide a best practices
report for port emission inventories in 2006 and will pro-
vide additional outreach materials for the program.
Clean School Bus USA
Each school day,
about 24 million chil-
dren spend an aver-
age of one-and-a-half
hours in a school bus
on their way to and
from school. School
buses have been
shown to be the
safest way for chil-
dren to get to school. However, children are especially
sensitive to diesel emissions compared to healthy adults
because they have a faster breathing rate and their res-
piratory systems are still developing.
Through the Clean School Bus USA program, EPA is
working to retrofit or replace the approximately 400,000
diesel school buses in the United States over the next
several years. The initiative is a partnership of educators,
industry and corporate partners, transportation experts,
public health officials, and other community leaders
who are committed to protecting children's health and
modernizing America's school bus fleet.
Because of Clean School Bus USA, more than one mil-
lion children ride to school in cleaner buses each day.
The Agency works with more than 150 school districts
operating 20,000 school buses to reduce diesel emis-
sions. More than 15 million people live in communities
with cleaner buses and are breathing better air.
As the program moves forward, emission reductions
from retrofits alone will lead to 20,000 fewer respiratory
symptoms and 14,000 fewer asthma exacerbations
in children.
National Clean Diesel Campaign — 2005 Progress Report
19
-------
A key component of the program is the promotion
of idle-reduction policies in the nation's 15,000 school
districts. EPA assists school districts in developing
programs to encourage bus drivers
to turn off their buses when they
arrive at loading or unloading areas.
The Agency has developed an idle-
reduction pledge card program that
helps school districts recognize driv-
ers who successfully reduce idling.
More than one million
children now ride cleaner
school buses as a result
of the Clean School Bus
USA program.
Under the Clean School Bus USA
program, EPA also promotes local
and state action to reduce school bus emissions. For
example, the state of Washington is working to retrofit
bus fleets throughout the state, reducing emissions by
50 to 90 percent. The Washington State Clean School
Bus Program affects approximately 5,000 of more than
9,000 school buses throughout the state—the largest
voluntary school bus retrofit program in the country.
Retrofits for buses involve either installing PM filters or
diesel oxidation catalysts on school bus exhaust sys-
tems, depending on the age of the bus and the regional
availability of ultra-low sulfur diesel fuel.
Portland, Maine, provides another example of a communi-
ty developing a diesel emission reduction program for its
school bus fleets. This program focuses on idle-reduction
and fuel conservation, route man-
agement to assign the cleanest
buses to the longest routes, and
investing in newer, cleaner buses
overall. In a partnership among the
Portland School Transportation
Department, the Maine Departments
of Education and Environmental
Protection, the Asthma Regional
Council, and NCDC, the Portland
School District has replaced 90 percent of its school bus
fleet with newer, cleaner buses.
EPA has developed a vari-
ety of public outreach and
awareness materials for
use with school districts,
transportation officials, and
the public, including a gen-
eral brochure, a technical
fact sheet, a short video for bus drivers on idling reduc-
tion, bookmarks and pencils for children, and an exten-
sive Web site. An array of materials that can be used to
promote idling reduction and other Clean School Bus
USA projects nationwide are being developed.
(D CLEAN SCHOOL BUS
National Clean Diesel Campaign — 2005 Progress Report
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Looking Ahead
While NCDC has facilitated significant emission
reductions from diesel engines, a tremendous
amount of work remains, and substantial
investments are needed. EPA will continue to work
aggressively to reduce pollution from diesel engines
across the country by partnering with key stakeholders
to promote clean diesel strategies.
In the upcoming year, EPA will be strengthening and
enhancing NCDC through many efforts. They include:
Collaborations and Partnerships
• EPA will expand the reach of NCDC voluntary
programs across the nation through targeted
partnerships with stakeholders from states,
localities, the construction and emission control
industries, and environmental groups.
EPA will strengthen existing regional diesel collabo-
ratives and initiate new regional diesel reduction
initiatives.
EPA will work closely with industry to ensure that
stringent standards for new engines will meet or
exceed regulation deadlines.
EPA will also work with stakeholders on a clean
diesel incentives report that will be submitted to
the Clean Air Act Advisory Committee in 2006.
National Clean Diesel Campaign — 2005 Progress Report
21
-------
New Clean Diesel Tools
• EPA will provide new resources to assist state and
local governments in developing their own clean
diesel programs. In 2006, EPA will release guidance
on incorporating retrofit projects into clean air plans.
This guidance will supplement the Agency's work
with DOT on providing guidance for using CMAQ
funds for retrofit projects.
• EPA will expand the clean diesel toolbox by promot-
ing the verification of innovative technologies.
EPA will examine ways to improve the verification
process and will begin to confirm the emission
performance of verified technologies in the field.
Through in-use testing, the implementation of in-use
testing protocols for verified technologies will
provide important information to states that depend
on the field performance of retrofit technologies
in their air quality plans.
Funding
• EPA expects to announce more than 25 new Clean
School Bus USA demonstration grants totaling $7.5
million in early 2006.
• EPA plans to achieve immediate reductions in diesel
emissions through $12 million in grant funds to
establish new clean diesel projects in the highway,
nonroad, and school bus sectors.
• EPA will work with DOT on guidance for utilizing
CMAQ funds administered through DOT CMAQ has
a total funding level of $8.6 billion through 2009.
• EPA will continue to promote existing state pro-
grams—like California's Carl Moyer Program and the
Texas Emissions Reduction Plan—to help develop
new and innovative financial incentive programs with
other states and local governments.
Education and Outreach
• For each NCDC sector program, EPA will develop new
and useful educational materials and will continue to
build awareness by participating in key events.
For example, the Clean Ports USA program is
planning additional terminal operator workshops
across the country to educate equipment
owners and operators about ways to reduce their
emissions. The Clean School Bus USA program will
continue to support children's health by conducting
several idle-reduction events throughout the
country and launching an informational publication
targeted to children.
• EPA will target current PM nonattainment areas
where diesel retrofits and replacements will have
the greatest public health impact. EPA will also
help states and localities employ diesel reduction
strategies to prepare for a newly proposed PM
national air quality standard.
Regulations
• EPA will ensure the smooth implementation of the
2007 highway engine standards and ultra-low sulfur
fuel requirements.
• EPA will work with manufacturers to prepare for the
first wave of nonroad diesel engine standards in 2008.
• EPA will develop new emission standards for
locomotive and large marine diesel engines.
• EPA will implement the diesel emissions reduction
provisions of the Energy Policy Act of 2005.
Technology
• EPA will demonstrate the significant emission
benefits from new, innovative retrofit technologies,
and bring new technologies to the market.
Diesel engines will continue to play a vital role in our
economy, and EPA's NCDC can help to minimize their
impact on public health.Through NCDC's programs, EPA
has made significant progress toward cleaning up diesel
engines, and the Agency will continue to work hard at
this task. We look forward to reporting on new accom-
plishments and opportunities in the next progress report.
22
National Clean Diesel Campaign — 2005 Progress Report
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Appendix: Verified Retrofit Technologies
Manufacturer Technology Applicability Reductions (%)
Caterpillar,
Inc.
Caterpillar,
Inc.
Clean Diesel
Technologies,
Inc.
Clean Diesel
Technologies,
Inc.
Donaldson
Donaldson
Donaldson
Engelhard
Engelhard
Engelhard
International
Truck &
Engine Corp.
Catalyzed
Converter/Muffler
Diesel Particulate
Filter
Platinum Plus
Purifier System
(Fuel Borne
Catalyst plus DOC)
Platinum Plus
Fuel Borne
Catalyst/Catalyzed
Wire Mesh Filter
System
Series 6000 DOC
& Spiracle
(closed crankcase
filtration system)
Series 61 00 DOC
Series 6100 DOC
& Spiracle
(closed crankcase
filtration system)
DPX Catalyzed
Diesel Particulate
Filter
CMX Catalyst
Muffler
CMX Catalyst
Muffler
Green Diesel
Technology-Low
NOx Calibration
plus DOC with
Ultra-Low Sulfur
Diesel
Highway, heavy-heavy and medium-
heavy-duty, 4-cycle, non-EGR, model
year 1998-2003, turbocharged or nat-
urally aspirated
Nonroad, 4-cycle, non-EGR equipped,
model year 1996-2005, turbocharged
engines with power ratings 130 <
KiloWatts < 225 (174.2
-------
Appendix: Verified Retrofit Technologies (continued)
Manufacturer Technology Applicability Reductions (%)
Johnson
Matthey
Johnson
Matthey
Johnson
Matthey
Johnson
Matthey
Lubrizol
Lubrizol Engine
Control Systems
Lubrizol Engine
Control Systems
Lubrizol Engine
Control Systems
Lubrizol Engine
Control Systems
Lubrizol Engine
Control Systems
Various
Various
Catalyzed
Continuously
Regenerating
Technology
Particulate Filter
Continuously
Regenerating
Technology
Particulate Filter
CEM™ Catalytic
Exhaust Muffler
and/or DCC™
Catalytic
Converter
CEM Catalyst
Muffler
PuriNOxWater
emulsion fuel
Purifilter - Diesel
Particulate Filter
AZ Purimuffler or
AZ Purifier DOC
with Low-Sulfur
Diesel Fuel (30
ppm S max)
AZ Purimuffler or
AZ Purifier DOC
with Low-Sulfur
Diesel Fuel (30
ppm S max)
AZ Purimuffler
AZ Purifier
AZ Purimuffler
AZ Purifier
Biodiesel
(1 to 100%)
Cetane
Enhancers
Highway, heavy-heavy, medium-heavy,
light-heavy-duty, urban bus, 4-cycle,
non-EGR model year 1994-2003,
turbocharged or naturally aspirated
engines
Heavy-duty, highway, 2- & 4-cycle,
model year 1994-2002, turbocharged
or naturally aspirated engines
Highway, heavy-heavy, medium-heavy,
light-heavy-duty, non-urban bus, 4-
cycle, non-EGR model year 1991-
2003, turbocharged or naturally aspi-
rated engines
Heavy-duty, highway, 2-cycle engines
Heavy-duty, highway & nonroad,
2- & 4-cycle
Highway heavy-heavy-duty, medium
heavy-duty; urban bus; 4-cycle; model
years 1994-2003; turbocharged or
naturally aspirated; non-EGR engines
Highway medium heavy-duty, 4-cycle,
model years 1991-2003 Cummins and
Navistar/International engines original-
ly manufactured without any aftertreat-
ment which are turbocharged or
naturally aspirated, non-EGR engines
Highway heavy-heavy-duty, 4-cycle,
model years 1991-1993 Cummins
engines originally manufactured with-
out exhaust aftertreatment which are
turbocharged or naturally aspirated,
non-EGR engines
Heavy-duty, highway, 2-cycle engines
Heavy-duty, highway, 4-cycle engines
Heavy-duty, highway, 2- & 4- cycle
Heavy-duty, highway, 4-cycle, non-
EGR-equipped
PM
60
60
20
20
16 to 58
90
40
35
20
20
Oto47
N/A
CO
60
60
40
40
-35 to 33
75
40
40
40
40
Oto47
N/A
NOx
N/A
N/A
N/A
N/A
9 to 20
N/A
N/A
N/A
N/A
N/A
Oto-10
Oto5
HC
60
60
50
50
-30 to -120
85
70
70
50
50
Oto67
N/A
24
National Clean Diesel Campaign — 2005 Progress Report
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