EPA's Response to the National Environmental Justice
Advisory Council Report:
Reducing Air Emissions Associated with Goods
Movement: Working Toward Environmental Justice
U.S. Environmental Protection Agency
July 28, 2010
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EPA's Response to the National Environmental Justice Advisory Council Report:
Reducing Air Emissions Associated with Goods Movement:
Working Toward Environmental Justice
Executive Summary
Purpose of this Report
The Environmental Protection Agency (EPA) is responding to the National Environmental Justice Advisory
Committee (NEJAC) recommendations for reducing air emissions associated with goods movement. The NEJAC
report contains 41 recommendations that fall into the following categories:
• Effective Community Involvement
• Health Research Gaps and Educational Needs
• Technology
• Regulatory and Enforcement Mechanisms
• Environmental Planning, Performance, and Management
• Land-use Planning and Environmental Review
• Resources, Incentives, and Financing
EPA's Response
EPA is grateful to NEJAC for a comprehensive set of recommendations that taken together provide EPA with a
roadmap for improving and prioritizing goods movement programs at a time when resources are constrained
across all levels of government. These recommendations have already influenced EPA's programs. For example,
the recommendations informed EPA's Executive Management Council's1 planning process resulting in the
selection of two Agency goods movement goals that address several of the issues raised by NEJAC. The
recommendations influenced EPA's 2010-12 Ports Air Quality Plan. They will be taken into consideration in future
planning efforts to address air toxics and focus EPA's regulatory and nonregulatory programs to address goods
movement sources. By targeting issues associated with goods movement and environmental justice, the NEJAC
recommendations will help EPA improve its efforts to coordinate with communities and work together toward a
clean environment for all.
EPA has aggressively developed regulations adopting emissions standards for new nonroad engines and
vehicles and heavy duty highway vehicles used in freight operations. These standards continue to achieve large
reductions in diesel particulate matter (PM) and nitrogen oxides (NOx) resulting in tremendous health benefits. It
1 The former Environmental Justice Executive Management Council has become the EJ Standing Committee of the Executive
Management Council.
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is estimated that 217,000 cases of premature mortality will be reduced, and 16,870 hospital admissions and
2,600,000 lost work days will be avoided in 2030. However, diesel engines last a very long time. It takes many
years for the in-use fleet to shift to the new cleaner engines required by EPA's standards and the need for
reductions from the in-use fleet of diesel engines is urgent as NEJAC has pointed out. EPA has initiated two
nonregulatory programs that address this issue: the National Clean Diesel Campaign (NCDC) and the SmartWay
Transport Partnership Program. The NCDC along with the seven Regional Clean Diesel Collaboratives work with
stakeholders to promote partnerships and provide funding to address the impacts of emissions from older engines
at ports and rail yards, along rail lines and highways, and at warehouse and distribution centers. The SmartWay
Transport program partners with shippers and carriers to reduce emissions throughout the supply chain. In
addition, the Agency has funded many goods movement projects through EPA's community-based grant
programs such as Community Action for a Renewed Environment (CARE). These programs reflect the NEJAC
recommendations in formulating program actions. For example, NCDC's grant programs prioritize projects
impacting environmental justice communities.
EPA works to integrate environmental justice concerns across all its programs. EPA understands the importance
of working holistically, across multiple offices within the Agency, across all levels of US and tribal governments,
and with stakeholders to solve environmental problems facing communities, whether those problems are from
goods movement or other sources. Two such cross-cutting efforts will more comprehensively help address the air
quality impacts of goods movement: EPA's AirToxics Strategy (underdevelopment) and EPA's 2010-12 Ports Air
Quality Plan.
Addressing the environmental impacts of goods movement on communities is a top priority for EPA. EPA
appreciates and takes seriously the information presented in NEJAC's Goods Movement Report. The following
summarizes EPA's responses and actions to NEJAC's recommendations. These are organized by themes drawn
from the Goods Movement Report.
• Effective Community Involvement
o EPA Administrator Lisa Jackson stresses the importance of engaging communities.
o EPA will continue to evaluate how the current community-based goods movement grant
programs are working.
o EPA will explore simplifying/consolidating EPA's community-based grant programs.
o EPA will expand community participation in EPA Regional Clean Diesel Collaboratives.
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o EPA will improve Communications through establishing a community web portal, making goods
movement materials more readily accessible and adding community members to EPA's federal
advisory committees.
• Health Research Data Gaps
o EPA is working with other federal partners to encourage cooperation on goods movement
research; filling data gaps with the community toxics monitoring grants; studying near roadway
exposure from PM and other pollutants.
o EPA regions are in the process of creating an inventory of goods movement facilities located near
environmental justice communities using Geographic Information Systems and other tools.
• Regulatory and Enforcement Mechanisms
o EPA has made significant progress in regulating emissions from engines and vehicles used in
freight operations and programs to accelerate reductions.
o On March 26, 2010 the International Maritime Organization (IMO) approved the North American
Emissions Control Area (ECA) which will reduce pollution from ocean going vessels. In 2020,
emissions from ships operating in the ECA are expected to reduce NOx by 320,000 tons, PM2.5
by 90,000 tons and SOx by 920,000 tons annually.
o EPA's heavy-duty truck standards completed phase-in in the 2010 model year and reduce per-
vehicle PM and NOx emissions by over 90% from previous standards.
o EPA adopted new standards for Category 3 marine diesel engines. Near term standards apply
beginning in 2011 and will reduce NOx by 15-25%. Long term standards apply in 2016 and will
reduce NOx on new vessels by 80% below today's levels and also reduce PM by 85%.
o EPA's new locomotive standards will take effect in 2011 and 2015 and will require new
locomotives to be 90% cleaner than today's cleanest locomotive engines.
o The National Clean Diesel Campaign (NCDC) and the SmartWay Programs will continue to
provide incentives for accelerating fleet turn over.
o The 2010-2012 Ports Air Quality Plan contains specific commitments for actions to address
emissions from port operations.
o EPA's draft transportation conformity guidance for quantitative hot-spot analyses provides a
method for quantitatively assessing the local impacts of transportation projects.
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• Land-use Planning and Environmental Review
o EPA doesn't have authority under the Clean Air Act (CAA) to regulate land-use but it does have
programs/requirements such as transportation conformity, air quality plans and environmental
review which can influence land-use decisions.
o EPA has developed internal guidance for considering diesel emissions in reviews under the
National Environmental Policy Act (NEPA).
o EPA is reviewing existing land-use related guidance to determine if it warrants updating.
o EPA is working on sensitive receptor guidance for schools that will include transportation impacts.
• Technology
o EPA understands the need for new technologies to address diesel emissions and the need for
incentives to develop them.
o EPA allows the reductions from voluntary diesel reduction strategies to be included in State air
quality plans.
o EPA's Emerging Technology and Verification Programs will continue to make new technologies
available for reducing emissions from freight operations.
o EPA has initiated several collaborative research efforts to develop new technology; including one
at the Ports of New York and New Jersey introducing a hydraulic hybrid technology on a yard
hostler and the Clean Technology Initiative in California.
• Environmental Performance. Planning and Management
o EPA plays a key role in providing tools to estimate and measure emissions and environmental
performance, and continues to improve its suite of models for doing so.
o EPA will continue to promote Environmental Management Systems through its SmartWay and
Clean Ports USA Programs.
• Resources. Incentives and Funding
o EPA agrees there is not enough funding to completely update the existing diesel fleet but has
achieved significant success in leveraging federal resources.
o EPA will encourage eligible communities to submit applications for Clean Diesel Grants.
o EPA will build on the success of the Tribal Diesel Emissions Reduction Grants.
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o SmartWay Finance Grants will continue to provide low interest loans as recommended by EPA's
Environmental Finance Advisory Board and NEJAC.
o EPA will encourage additional diesel Supplemental Enforcement Projects (SEPs) and is looking
for project suggestions.
o EPA will continue to partner with other federal agencies such as Department of Transportation
(DOT) to use other federal agency funds such as Congestion Mitigation and Air Quality (CMAQ)
Funding and the Sustainable Community Challenge grants to reduce the impacts of freight
operations on all communities.
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Introduction
The NEJAC Report and EPA's Response Process
In November 2009, EPA's National Environmental Justice Advisory Council (NEJAC)2 transmitted its report,
"Reducing Air Emissions Associated with Goods Movement: Working Toward Environmental Justice3" to the
Administrator. This report represented the culmination of several years of work by the NEJAC's Goods
Movement Work Group.
Specifically, this group was charged with "providing advice and recommendations about how the Agency can
most effectively promote strategies, in partnership with federal, state, tribal and local government agencies and
other stakeholders to identify, mitigate, and/or prevent the disproportionate burden on communities of air pollution
resulting from goods movement".
The NEJAC Recommendations
For the purposes of its report, NEJAC defined goods movement as "distribution of freight (including raw materials,
parts and finished products) by all means of transportation including marine, air, rail, and truck. Goods movement
facilities include seaports, airports and land ports of entry (border crossings), rail yards, and rail lines, highways,
and highway truck traffic roads, and warehouse and distribution centers". NEJAC's report contains 41
recommendations (see Appendix A) that fall into the following categories that broadly address the challenges
faced by goods movement communities:
o Effective Community Involvement
o Health Research Gaps and Educational Needs
o Technology
o Regulatory and Enforcement Mechanisms
o Environmental Planning, Performance, and Management
o Land-use Planning and Environmental Review
o Resources, Incentives, and Financing
2 NEJAC is a federal advisory committee chartered pursuant to the Federal Advisory Committee Act (FACA) to provide
advice to the Administrator of EPA. Environmental Justice is defined as the "fair treatment and meaningful involvement of
all people regardless of race, color, national origin, or income with respect to the development, implementation, and
enforcement of environmental laws, regulations and policies.
3 The full report can be found at www.epa.gov/NEJAC.
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EPA's Process for Responding to the Recommendations
At the January 2010 NEJAC meeting, Senior EPA managers and appointees met with NEJAC and proposed a
response process and timeline for responding by the summer, 2010 NEJAC meeting. In recognition of the
breadth of the recommendations in the report, EPA convened a cross agency team, The NEJAC Goods
Movement Response Team (the Response Team), made up of senior EPA staff from the Office of Air and
Radiation (OAR) including its Offices of Transportation and Air Quality (OTAQ) and Air Quality Planning and
Standards (OAQPS); the Office of Enforcement and Compliance Assurance (OECA) including its offices of Civil
Enforcement (OEC), Federal Activities (OFA) and Environmental Justice (OEJ); the Office of Research and
Development (ORD), the Office of Policy Economics and Innovation (OPEI), and Regions 9 and 10.
The charge to this team was to consider the recommendations and to respond as fully as possible considering
EPA's authorities and resources, recognizing the serious resource constraints facing the Agency. The Team was
co-led by OAR/OTAQ and Regions 9 and 10. Regions 9 and 10 serve as EPA regional leads for environmental
justice and mobile sources (Region 9) and as the overall regional lead for air (Region 10). In their lead regional
capacity, Regions 9 and 10 solicited input from all of EPA's regions in considering the recommendations. Each
team member was responsible for convening others with the specific expertise needed to fully consider the
recommendations and to coordinate with other offices and agencies as needed.
The Response Team first inventoried EPA actions and programs to determine what EPA is already doing to
address the NEJAC recommendations and what more the Agency can do. In many cases, the inventory showed
that environmental justice concerns are being successfully integrated into many of EPA's programs designed to
prevent or mitigate the negative impacts of goods movement on communities. The inventory was helpful in
identifying gaps and additional actions EPA could take to respond to specific recommendations. In some cases,
the Response Team convened sub-teams to consider various recommendations. At the end of the process, well
over 100 EPA staff, all regional offices, and Offices not on the official Response Team, including the Office of
Water and the Office of Solid Waste and Emergency Response, were involved in developing the responses to
NEJAC's recommendations contained in this report.
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Section 1:
History of Goods Movement Activities and Overview
of EPA's Response
Past EPA Efforts to Reduce In-use Diesel Emissions
Since 1990, EPA developed a comprehensive set of regulations for new engines used in freight operations,
including those used in marine, rail, and trucking. It has also developed non-regulatory programs to address
emissions from older engines that are not addressed through these rules.
The explosive growth in commerce in the late 1990's through the early part of this decade exacerbated the air
quality issues in goods movement communities. Prior to the economic downturn, the US Department of
Transportation projected that total goods movement would increase by more than 50 percent by 2020 (from 1998
levels). Over the same time period international container traffic was projected to double. EPA and others began
to realize that regulations alone would not bring the immediate relief needed to communities near ports, rail yards,
distribution centers, and along freight corridors. The Natural Resources Defense Council and the Coalition for
Clean Air issued their report, "Harboring Pollution: Strategies to Clean Up U.S. Ports," in August 2004. The Los
Angeles "No Net Increase'VAir Quality Task Force delivered its "No Net Increase" Air Quality plan for returning
and holding Port of Los Angeles-related air emissions to 2001 levels.
EPA took several actions:
o In 2004, EPA formed a Clean Diesel Work Group under the Mobile Source Technical Review
Subcommittee of the Clean Air Act Advisory Council.4 The Clean Diesel Work Group was charged with
identifying incentives for cleaning up the existing diesel fleet primarily in 4 sectors; Ports, Freight (trucks
and rail), School Buses and Construction.5
o EPA formed the National Clean Diesel Campaign (NCDC) and seven EPA Regional Clean Diesel
Collaboratives and the SmartWay Transport Program. In doing so, EPA formally recognized the
4CAAAC is a federal advisory committee chartered pursuant to the Federal Advisory Committee Act (FACA) to provide
advice to the Administrator of EPA.
5 The recommendations of the Clean Diesel Work Group are contained in the 2006 report, "Recommendations for Reducing
Emissions from the Legacy Diesel Fleet" April 2006, a report from the Clean Air Act Advisory Committee.
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connection between its voluntary and regulatory diesel programs and the efficacy of partnering with
stakeholders to address diesel pollution.
o In 2005, EPA created the Clean Ports USA Program under NCDC. Clean Ports USA works with port
authorities, their business partners, and other stakeholders to reduce air pollution for port operations.
Marine ports play a critical role in the goods movement system. They are the gateways to foreign trade
and are transportation hubs that bring together the various modes of transport and, correspondingly,
concentrate emissions and damage air quality especially in the port communities. There are 126 public
port authorities in the nation that have jurisdiction over 185 public ports. Focusing on ports provides an
opportunity to reduce significant sources of pollution, influencing many different modes of transportation
and resonating throughout the entire goods movement system.
o EPA convened its senior leaders at the Port of Los Angeles in 2006 and again at the ports of New York
and New Jersey in 2007, to discuss the environmental impacts of ports and port operations. As a result
of these meetings the Agency created the Strategy for Sustainable Ports which was conceived as a multi-
media set of actions that EPA offices and Regions could take to address the environmental impacts on
port communities. The air related elements of that strategy have since been updated to create the 2010-
12 Ports' Air Quality Plan. The Agency's senior leaders recently met at the Port of Baltimore to discuss
future multimedia efforts to reduce pollution at ports and along the entire supply chain.
o EPA put in place more stringent standards for heavy duty trucks and engines used in locomotives and
marine applications.
o EPA asked NEJAC for recommendations on how to more effectively reduce the impacts of goods
movement on communities.
The following addresses the Agency's response to the recommendations from the NEJAC on Goods Movement.
EPA's General Response to NEJAC's Goods Movement Recommendations
While EPA has invested and will continue to invest significant resources to reduce diesel emissions, it is now at a
point of targeting future actions to build on the regulations and past efforts. At a time when resources are
constrained across all level of government, the NEJAC recommendations are particularly helpful in formulating
future Agency work.
The NEJAC report contains a comprehensive set of recommendations that taken together provide EPA with a
roadmap for improving and prioritizing programs. For example, the recommendations informed EPA's Executive
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Management Council planning process resulting in the selection of two Agency goods movement goals that
address several of the issues raised by NEJAC. The recommendations influenced EPA's 2010-12 Ports Air
Quality Plan and will be taken into consideration in future planning efforts to address air toxics. These efforts are
discussed in more detail in the body of this response.
Beyond rulemaking alone, EPA Administrator Lisa P. Jackson stresses the importance of building strong
relationships with overburdened and economically distressed cities and towns. Addressing the environmental
impacts of goods movement on communities is a top priority for EPA and the NEJAC recommendations provide
valuable insights for the Agency.
Although NEJAC was charged with providing recommendations related to the air quality impact of goods
movement, EPA recognizes that many of the recommendations address how the Agency can more effectively
engage communities in doing its work. This is true whether communities are dealing with the air quality impacts
of goods movement, waste disposal or water quality.
EPA is working more holistically across the Agency to coordinate programs to address issues that are
environmentally important to communities. Air toxics is one such issue. As the NEJAC report points out, minority,
low income, and indigenous populations have borne a disproportionate share of the cumulative air toxics health
impacts from goods movement. However, transportation sources are not the only sources of air toxics. There are
multiple sources such as chemical plants, refineries and iron and steel plants. Rather than address air toxics from
goods movement separately from the other sources, EPA is in the process of developing a comprehensive
strategy to address air toxics. It will take advantage of all the tools the agency has, both regulatory and
nonregulatory, to reduce exposure to air toxics in our communities. EPA will carry out this strategy in cooperation
with all EPA offices, other federal agencies, states, tribes, local health agencies and communities.
EPA's senior leaders from headquarters and the regions met in July 2010 to discuss the environmental
implications of goods movement operations on our nation's air, land, and water. One purpose of this meeting was
to discuss the Agency's 2010-12 Ports Air Quality Plan and expand and revise the multimedia Strategy for
Sustainable Ports to more broadly consider goods movement. Appendix B contains the 2010-12 Ports Air Quality
Plan and Section 4 discusses it in more detail. The Ports Plan contains specific detailed actions and
commitments on the part of OAR and EPA's Regions that directly address many of the NEJAC's
recommendations and serves as a cornerstone of our response.
EPA realizes that cooperation across the Agency and with our federal, state, tribal, community, and industry
partners is critical to preventing and mitigating the negative impacts of goods movement on communities. EPA is
committed to working cooperatively with this cross section of partners, with an emphasis on working with
communities to address the environmental consequences of the goods movement system.
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EPA appreciates and takes seriously the information presented in NEJAC's Goods Movement Report. These
recommendations will help us better integrate environmental justice into Agency existing programs and into future
planning.
Organization of EPA's Response to Goods Movement Recommendations
This report contains the Agency's response organized by the 7 themes in the NEJAC's Goods Movement Report
listed. Each theme has a separate section beginning with Section 2.
Section
1:
Overview of EPA's Response
Section
2:
Effective Community Involvement
Section
3:
Health Research and Data Gaps
Section
4:
Regulatory and Enforcement Mechanisms
Section
5:
Technology
Section
6:
Environmental Planning Performance and Management
Section
7:
Land-use Planning and Environmental Review
Section
8:
Resources, Incentives, and Financing
Appendix A: NEJAC Recommendations
Appendix B: 2010-12 Ports Air Quality Plan
Appendix C: DERA Grants
Appendix D: Acronyms
The numbers of the recommendations addressed in each section are listed at the beginning of the section.
Appendix A contains the full text of the NEJAC recommendations. Appendix D contains a list of acronyms for the
reader's reference.
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Section 2
Effective Community Involvement
Federal requirements exist for seeking public input in air quality and transportation planning. In addition, there
have been multiple efforts recently to engage community members in local planning efforts such as at the ports of
New York, New Jersey, Seattle, Portland, Los Angeles and Long Beach. However, these public participation
processes can always be expanded and improved.
The NEJAC report recommends improving the traditional public participation mechanisms and procedures
required by law, as well as strategies that go beyond the requirements of the Clean Air Act or DOT'S Metropolitan
Planning Guidelines to empower communities most directly affected by goods movement.
The NEJAC recommends that the Agency review its procedures for public participation and promote a "shift
toward community-based approaches to capacity building, funding and collaborative problem solving".6 Their
report describes two models of community based approaches: Community Facilitated Strategies and
Collaborative Governance. Community Facilitated Strategies is a model that recognizes the differences between
communities by funding the community leaders to design stakeholder processes to prioritize environmental issues
in their communities. Under the Community Facilitated Strategies model, funding would be made available to
ensure that the participants selected by the community leaders have access to independent technical and
scientific expertise necessary to evaluate and mitigate the impacts of goods movement facilities. The second
model suggested, Collaborative Governance, is complementary to the Community Facilitated Strategies model.
Collaborative Governance is a collaborative decision making process involving multiple stakeholders typically
convened by the executive branch of government.
To consider these recommendations, EPA convened a sub-team of people across the Agency with experience in
community engagement. This group reviewed EPA's existing community-based goods movement projects as
well as community capacity building grants. In addition, the broader Response Team identified other opportunities
for community engagement through EPA Regional Clean Diesel Collaboratives and improved communications.
Community Facilitated Strategies and Collaborative Governance
(Response to Recommendations 1-6)
EPA agrees that emphasizing community empowerment and promoting community decision making is key to
resolving the environmental problems communities face. EPA believes that the ideas embodied in the
6 NEJAC Reducing Air Emissions Associated with Goods Movement. November 2009
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Community Facilitated Strategy model described by NEJAC contribute substantially to the literature on effective
community involvement and that employing the principles in the model can improve environmental outcomes.
EPA has a long history of working with communities impacted by goods movement. For example, as described in
the NEJAC report, the collaborative effort in West Oakland over the past eight years has applied many of the
principles of the Community Facilitated Strategies approach. EPA realizes that cooperation among federal, state,
and tribal governments and with communities is critical. EPA is committed to continuously improving its efforts to
work cooperatively with this cross section of partners to address the environmental consequences of the goods
movement system.
As detailed in Table 1, Community Based Goods Movement Projects, EPA is involved in many collaborative
community-based goods movement projects that have taken a variety of approaches. There are nearly 20
projects listed, with varying degrees of similarity to the approaches recommended in the NEJAC report, either
using community facilitated strategies (CFS) or collaborative governance (CG) processes. EPA continues to build
upon and improve its efforts to work with communities to address the impacts of goods movement. As part of
EPA's efforts with the CARE program and in developing better community focused grant programs, EPA's CARE
Team will continue its efforts to work with and transfer lessons learned among CARE communities to support their
efforts to deal with this issue.
Table 1: Community Based Goods Movement Projects*
Goods Movement Projects which are (1) community-based. (2) collaborative. (3) convened by either
CBO. NGO or government agency. (4) include capacity building.
EPA
Region
Community/
Project
Type of
goods
movement
activity
Forum (convened by
agency, NGO, CBO.
More like CG or CFS ?)
EPA role
Community
capacity
building
1
New Haven,
CT
Port, truck
City led planning effort,
CARE collaborative
process. Most
resembles CG
CARE Level II
funding and
involvement
Community and stakeholders
have developed capacity by way
of participation in the
collaborative.
1
Bridgeport,
CT
Port, truck
Showcase Community.
New project, will be
multistakeholder and
collaborative, may have
elements of both CG
and CFS.
EPA Showcase
Community
Capacity development by way of
participation in project and
collaboration.
2
Camden, NJ
Waterfront
Port, trucks,
rail
CARE collaborative
process convened by
NGO (CAC)
CARE Level II
funding and
involvement
Community and stakeholders
have developed capacity by way
of participation in the
collaborative. CARE advisory
group superseded by WESN, a
"community-driven" group.
2
Newark, NJ,
Ports (sea
CARE collaborative
CARE Level I
Community and stakeholders
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Goods Movement Projects which are (1) community-based, (2) collaborative, (3) convened by either
CBO, NGO or government agency, (4) include capacity building.
EPA
Region
Community/
Project
Type of
goods
movement
activity
Forum (convened by
agency, NGO, CBO.
More like CG or CFS ?)
EPA role
Community
capacity
building
Ironbound
Community
and air), rail
and highway
process convened by
NGO (ICC)
funding and
involvement
have developed capacity by way
of participation in CARE process.
2
Port of NY/NJ
Port, truck,
rail
Port Authority convened
multistakeholder
collaborative workgroup
on trucks. Most
resembles CG.
Participated in
workgroup,
assisting in
outreach with
community and
others
Community groups participated in
prioritization of strategies.
2
San Juan,
Puerto Rico
Port, trucks
Northeast Diesel
Collaborative (NEDC)
convened by PR
Environmental Quality
Board. CG model.
Supported
formation of
Collaborative;
possible diesel
funds.
By participation in the
collaborative. Some training
(grants process).
3
Southeast
Philadelphia
Port, rail,
truck
CARE collaborative
process convened by
CBO/NGO (Clean Air
Council)
CARE Level I
and II funding
and involvement
Community and stakeholders
have developed capacity by way
of participation in CARE process.
Funding supports staffing and
running the collaborative, training
and technical assistance.
4
Mebane, NC
Goods
movement
highway traffic
Collaborative convened
by grassroots CBO
(WERA). Prototype for
CFS.
Small EJ grant
followed by
CPS
Community and stakeholders
have developed capacity by way
of participation in this project,
which became the model for CFS.
4
Savannah,
GA
Port, trucks
CARE collaborative
process, convened by
Harambee House
(CBO)
CARE Level I
and II funding
and support
Funding supports staffing the
collaborative, training, technical
assistance
5
Detroit/
Detroit Air
Toxics
Initiative
(DATI)
Rail yards,
trucks, (area
includes two
international
crossings
(Canada)
CG; state agency
convened
multistakeholder group
to advise monitoring and
tech /risk assessment.
No mitigation phase
planned.
CARRI funding
to Michigan
DNR
By way of involvement in
stakeholder group, otherwise no
targeted training, community
funding etc.
5
Southwest
Detroit
Freeway truck
traffic
CARE collaborative
process, convened by
SDEV
CARE Level I to
SDEV
By way of education, outreach,
involvement in prioritization
process
6
Laredo, TX
International
bridges (four)
CARE collaborative
process; convened by
City of Laredo
CARE Level II
By way of involvement in CARE
process which included support
for staffing the collaborative
process and training.
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Goods Movement Projects which are (1) community-based, (2) collaborative, (3) convened by either CBO,
NGO or government agency, (4) include capacity building.
EPA
Region
Community/
Project
Type of goods
movement activity
Forum (convened
by agency, NGO,
CBO. More like CG
or CFS ?)
EPA role
Community
capacity
building
7
St. Louis, MO
Highway trucks
Collaborative diesel
reduction; funding to
State, CBO convener
CARE and
DERA
Building on earlier CARE work,
applying capacity to specific
diesel reduction projects.
8
West Salt
Lake City, UT
Freeway trucks,
airport
Expecting to use
elements of both CG
and CFS. State DEQ
and EPA as
conveners.
EPA Showcase
Community
Plan is to build capacity by way of
training and other approaches
within constraints of Showcase
program.
8
Northeast
Denver, CO
Rail, freeway trucks,
refineries
CARE collaborative
process; convened
by Groundwork
Denver (CBO); since
then devolved to
working groups,
usually convened by
EPA. Elements of
both CG and CFS.
CARE Level I
and II funding.
By way of involvement in CARE
process which included support
for staffing the collaborative
process and training.
9
West
Oakland, CA
Marine port,
trucks/freeways
CARE, collaborative
co-chaired by
community/CBO and
EPA. Most
resembles CFS
model.
CARE Level II
funding and
numerous other
EPA and other
grants (air
toxics, EJ)
Involvement and leadership of
collaborative has developed
community capacity; one of
collaborative leaders, member of
fenceline community, appointed
to Port Commission; CBO is
funded to run collaborative,
conducts community training;
some technical assistance is
funded.
9
San
Diego/EHC
Port, trucks,
freeways
CBO convened
multistakeholder
collaborative. Most
resembles CFS
model.
CARE Level II
funding. EHC
and EPA
partnered
earlier in Barrio
Logan
collaborative.
Involvement in collaborative;
training; promotora program;
technical assistance.
9
Los Angeles
710 Corridor
Port, trucks, freeway
Showcase
Community
approach, conveners
still being defined.
Showcase
Community
Capacity development by way of
participation in project and
collaboration.
10
Seattle
International
District
Freeway trucks;
Port of Seattle has
some impact.
CARE collaborative
process, convened
by CBO (IDHA)
CARE Level I
and II
Full suite of tactics using
language and culturally
appropriate tools.
* Acronyms are spelled out in Appendix D
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Environmental Justice Showcase Communities
EPA has dedicated $1 million to pool the collective resources of governmental and non-governmental
organizations in 10 communities with environmental justice concerns throughout the country. These Showcase
Community projects are demonstrations to help identify model practices to achieve environmental results with
community involvement using a collaborative governance approach. For example, EPA Region 9 and the
California Environmental Protection Agency's (CalEPA) Department of Toxic Substances Control (DTSC) are
coordinating enforcement activities in the communities along the Interstate 710 cargo corridor between the two
San Pedro Bay Ports. EPA is soliciting input from the surrounding communities on how to focus inspection and
compliance efforts in the highest priority areas. EPA will use lessons learned from the Showcase communities to
guide future EPA programs.
Healthy Community Grants
EPA believes that the CARE model closely aligns with the Community Facilitated Strategies ideas presented in
the report. In light of this, and in view of recommendations for creating a sustainable source of funding for goods
movement communities, EPA is examining how to build on the CARE model to further empower communities by
providing funding and technical resources to prioritize and address environmental and health risks related to
goods movement and other environmental challenges.
EPA believes it can better meet the needs of communities by aligning existing grant programs so that they are
more accessible for communities and can be efficiently administered by the Agency. To complement EPA's
limited funds for these projects, EPA hopes to coordinate with Department of Transportation (DOT), Department
of Housing and Urban Development (HUD) and others for more multi-agency funding.
Creating a consolidated Healthy Community Grant program would allow larger funding pools than afforded by the
existing small community grants and would allow communities to focus on assessment and mitigation of
environmental problems including those in goods movement communities. EPA is currently exploring the
development of a consolidated community grant program through the fiscal year 2012 budget process.
Expand Community Participation in EPA's Regional Clean Diesel Collaboratives
EPA's seven Regional Clean Diesel Collaboratives provide a mechanism for communities to participate with other
stakeholders and different levels of government in a collaborative process to develop programs, projects, policies
and strategies to reduce diesel emissions. Since their formation in the 2005 through 2006 timeframe, these
Collaboratives have led to goods movement projects jointly funded by local, federal, state, and tribal
governments, nongovernmental organizations and industry. Many of these projects have leveraged federal funds
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from the EPA Diesel Emission Reduction Program, the Agency's grant program for mitigating diesel emissions
from the in-use fleet of engines and vehicles. This program is commonly referred to as DERA Nongovernmental
organizations whose principle purpose is promotion of transportation and air quality are eligible to receive DERA
funds, as are units of government. Community membership in the Regional Clean Diesel Collaboratives can
foster partnership between communities and DERA eligible grant recipients. The DERA program is discussed in
greater detail in Section 8. A wide range of DERA projects are given in Appendix C. EPA and the Regional
Clean Diesel Collaboratives will work with the Office of Environmental Justice to make communities more aware
of the opportunities for developing collaborative projects through participation in EPA's Regional Clean Diesel
Collaboratives (Figure 1).
Figure 1
Community Input - EPA Federal Advisory Committee Memberships
EPA has a number of federal advisory committees, some of which have a goods movement focus. In particular,
the Clean Air Act Advisory Committee's Mobile Sources Technical Review Subcommittee (MSTRS) provides
advice on the full range of goods movement issues including regulatory and nonregulatory policies. This
subcommittee was instrumental in the formation of the Agency's National Clean Diesel Campaign. In its 2010
campaign to recruit new members for the MSTRS, EPA expanded the group and specifically sought out a
respected voice from the environmental justice community to ensure that community and environmental justice
issues related to mobile sources and goods movement were given a champion. EPA is committed to ensuring
Initiated as a stand alone Diesel Emissions Reductions Act (DERA), this authorizing legislation was ultimately included in
the Energy' Policy Act of 2005 (EPAct 2005). However, the term DERA persists.
Regional Clean Diesel Collaboratives
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that the membership in federal advisory committees is diverse and that the community perspective is adequately
represented on all its federal advisory committees, not just NEJAC.
Communications: Agency Web Portal, Goods Movement Clearinghouse and External Communication
(Response to Recommendations 13, 24, 29, 33)
Effective community involvement requires effective communication between EPA and environmental justice
communities. As the team considered NEJAC's recommendations, it became clear that the Agency needed to do
a better job of communicating the opportunities of EPA's existing programs and the availability of technical
information and tools designed for communities and to provide those tools in several languages. NEJAC
recommended establishing a goods movement clearinghouse with materials translated into several languages. It
also recommended making sure goods movement impacts are well understood by all who have a role preventing
or mitigating these impacts. EPA agrees that it is important to educate elected officials as well as other
organizations such as regional and municipal planning organizations, and departments of transportation about the
impacts of goods movement so that these organizations can better use the authorities vested in them to address
environmental justice concerns. EPA also agrees that it is important to engage communities as it does future
planning and program development. EPA is taking several steps to address the set of recommendations relating
to communication.
The Goods Movement Clearinghouse
EPA has extensive resources readily available for community organizations interested in implementing clean
diesel activities to address goods movement issues in their communities. Included among these are best
practices documents regarding clean diesel activities.
The National Clean Diesel Campaign website (www.epa.gov/cleandiesel) links to the websites of the seven EPA
Regional Clean Diesel Collaboratives and will serve as the Agency's Goods Movement Clearinghouse for
materials that provide information on how to implement clean diesel activities in local communities. The best
practices materials, case studies of successful projects and technical information are all accessible via EPA's
clean diesel web pages. Links to additional external resources are available as well. Funding opportunities are
also on these web pages.
For community organizations interested in implementing clean diesel programs there is a comprehensive State
and Local Toolkit on the clean diesel website. This toolkit provides a compilation of examples and procedures
designed to help state, tribal and local entities improve air quality and public health through diesel emissions
reduction efforts. The State and Local Toolkit provides detailed information on how to build program support.
The Toolkit includes information about issues to consider in implementing and designing a clean diesel program,
including idle reduction initiatives. Several CARE programs have included clean diesel components such as idle
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reduction efforts in their communities. These include Grace Hill Settlement House in Kansas and DeKalb County
in Georgia.
The State and Local Toolkit also provides funding and evaluation information. The purpose of this resource is to
prevent communities and governments from having to "recreate the wheel" and instead benefit from the lessons
learned from others. Additionally, EPA Clean Diesel Helpline, 1-877-NCDC -FACTS (1-877-623-2322), is
available for community organizations that want answers to questions regarding how to apply for clean diesel
funding and implement clean diesel activities.
Translation into Spanish and Other Languages
The National Clean Diesel Campaign is looking into options for translating materials on the
www.epa/gov/cleandiesel into Spanish and other languages. Each program in EPA is responsible for the
translation of all its own materials. OTAQ is committed to prioritizing translation of its goods movement
community resource materials and to seeking resources for this purpose. Translating good movement materials
into Spanish will be NCDC's first priority for translation.
Community Web Portal
The CARE Executive Steering Committee agreed to fund a community-oriented Environmental Public Health Web
Portal. This public site will provide "one-stop shopping" for communities for general EPA and Health and Human
Services agency information, access to community tools designed by these agencies, and lists of funding
opportunities and guidance. This site will also provide a means for communities to interact and share
experiences and solutions when facing similar environmental health concerns. Four EPA Offices agreed to fund a
quarter of the EPA contribution to the portal, including the Office of Air and Radiation. The portal will be available
in the summer of 2011. Information available through the Portal will include:
• Goods movement information on goods movement projects, best practices and tools
• Technical Assistance Guide outlining resources for communities
• Community friendly guides to risk screening and risk ranking, including CARE best practices
• Guidance on measures and reporting outcomes from community action, including measurement
of risk reduction or improved sustainability as a result of community action
• Grant information and application tips, including a community guide to Grants.gov
• Geographically referenced resource information
• Links to EPA resources, Centers for Disease Control (CDC) data and other agencies' information
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Goods Movement Communications Strategy
EPA's Office of Air and Radiation is developing a Goods Movement Communication Plan that will target
communities as well as DOTs, Metropolitan Planning Organizations (MPOs) and other state and local
governments involved with siting or operating goods movement facilities and infrastructure. The goals of the plan
will include: (1) Enhancing outreach to communities regarding clean diesel activities and opportunities, (2)
Soliciting input from communities through OEJ environmental justice listserv on EPA goods movement policies,
and (3) Informing other organizations and agencies of the impacts of goods movement.
As a first step, EPA has already widely distributed the NEJAC Goods Movement Report within EPA, DOT and the
Transportation Research Board's Environmental Justice in Transportation Committee. EPA has recently briefed
all the new Regional and Assistant Administrators on the report. EPA will continue to educate other agencies
about the impacts of goods movement through the HUD-DOT-EPA Interagency Partnership for Sustainable
Communities as well as conferences and work groups with organizations such as American Association of State
Highway Transportation Officials (AASHTO), the Environmental Commissioners of the States (ECOS), American
Association of Port Authorities (AAPA), and National Association of Clean Air Agencies (NACAA).
EPA employs a variety of methods to communicate with the communities concerned about goods movement and
environmental justice. For example, EPA recently used NEJAC's listserv to notify members that OTAQ's draft
quantitative particulate matter (PM) hot-spot guidance was available for comment (see Section 4). EPA's Office
of Air Quality Planning and Standards plans to hold regularly scheduled calls on OAR regulatory issues that can
be used to distribute goods movement information and to discuss goods movement issues. Also, a webinar
series on "How to Implement Clean Diesel Activities in Your Community" is in the planning stages. These and
other goods movement related webinars can be recorded and placed on EPA's clean diesel web pages. EPA is
committed to continuing to coordinate with OEJ to ensure that the environmental justice community is aware of
opportunities to comment on goods movement guidance and policies.
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Section 3
Health Research Gaps and Educational Needs
(Response to Recommendations 7-12, 14)
EPA has determined that diesel exhaust is "likely to be carcinogenic to humans by inhalation." Numerous studies
have been conducted and are planned by EPA in cooperation with other federal agencies to further characterize
the health effects of goods movement at the community level, especially in children. However, additional data on
the near source localized impacts of goods movement would be helpful in prioritizing mitigation efforts.
The NEJAC report makes a series of recommendations to address what NEJAC considered data gaps. These
include: conducting additional cooperative research between federal agencies, especially research with
community participation; identification and prioritization of all major ports and rail yards in the country; promotion
of Health Impact Assessments in NEPA reviews; and revisiting the diesel risk assessment EPA completed in
2002. NEJAC also recognized the lack of federal funding for research efforts and the need to build awareness of
the health ramifications of goods movement.
The Response Team has divided the responses to this set of recommendations into the following segments:
• Identification and Prioritization
• Monitoring
• Research
• Assessment
Recommendations regarding building the awareness of potential impacts of goods movement are addressed in
Section 2.
Identification, Mapping and Prioritization of Goods Movement Facilities for Action
NEJAC recommended that EPA establish a list of the largest ports and rail yards in the United States, and
analyze the demographics near those facilities as well as assess the contribution from off-site transportation
highways and corridors adjacent to those facilities. Further, NEJAC recommended that EPA regions prioritize the
most significant goods movement facilities for localized air toxic monitoring and additional research.
These recommendations were taken into consideration by EPA's EJ Standing Committee of the Executive
Management Council when it prioritized Goods Movement and Air Toxics as one of the top five priority areas for
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action in 2009-2010. As part of this priority, EPA formed an Agency-wide Goods Movement/Air Toxics
Workgroup, which identified two overarching goals:
• Identify EJ communities disproportionately impacted by goods movement and
• Set priorities for regional program implementation to target environmental and health issues
affecting those communities.
The co-chair of the NEJAC Goods Movement Work Group briefed EPA's Agency-wide Goods Movement/Air
Toxics Work Group so that the NEJAC recommendations could be considered as EPA set its goals.
EPA regions are in the process of creating an inventory of all the goods movement facilities within their states. In
most cases, they are using GIS mapping combined with census and other data to determine disadvantaged or
vulnerable populations near these goods movement facilities. The first step in the process is to use GIS tools to
identify and place goods movement facilities on a regional map. EPA is working with state and local government
agencies for much of the on-the-ground information on these facilities including multiple sites or administrative
offices vs. distribution centers. For example, Figure 2 maps the goods movement centers in Portland, Oregon.
Once the goods movement facilities are identified, the sources will be overlaid with census vulnerability maps to
determine where the most sensitive communities are within each region. This information can be used to inform
the Agency's planning process.
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EPA's new public mapping tool, EJView, is under Agency review. This model will replace the Environmental
Justice Geographic Assessment Tool. The Geographic Assessment Tool was one of the first mapping tools
designed to screen for areas with potential environmental justice concerns. EJView will allow EPA and
communities to overlay demographic, health, and other environmental information on a map to get a snapshot of
the multiple factors affecting a community or a project area. The Agency will continue to develop tools to provide a
consistent but flexible way to evaluate the demographics of the communities near goods movement centers.
Increased Monitoring
EPA continues to support our community-scale air toxics monitoring program, which in the past has frequently
been used to evaluate air quality in communities impacted by goods movement activities. For example, as part of
our recent revision to the National Ambient Air Quality Standard (NAAQS) for N02, a pollutant found in higher
concentrations in close proximity to roadways, EPA created a requirement for locating at least 40 new N02
monitors in communities that may be particularly vulnerable to N02-related health effects.
The Community-Scale Air Toxics Ambient Monitoring (CSATAM) grant program was initiated in 2003 by EPA's
Office of Air Quality Planning and Standards. Working in conjunction with the Office of Transportation and Air
Quality, the Office of Research and Development's National Exposure Research Laboratory, and the ten EPA
regional offices, these centrally managed grant competitions are conducted at two to three year intervals with
resultant grants awarded and managed by the Regional Offices.
The CSATAM grants are intended to assist state, local and tribal communities in identifying and profiling air toxics
sources, characterizing the degree and extent of local air toxics problems, and tracking progress of air toxics
reduction activities. Expected outcomes of these projects are increased state, local and tribal agency ability to:
• Characterize the sources and local-scale distribution of hazardous air pollutants (HAPs), and
• Assess human exposure and risk at a local scale. These increased capabilities are expected to
facilitate increased public and industry awareness, and (though beyond the scope of the grant
projects) lead to developing and adopting control measures and mitigation strategies that will
reduce hazardous air emissions and public exposure.
To date, EPA's Air Quality Assessment Division's Ambient Air Monitoring Group (AAMG) has conducted three
CSATAM grant competitions. The first RFA cycle was in 2003-2004 and 16 projects were selected for award from
49 proposals. The second application cycle was in 2005-2006, and 19 projects were selected for award from 58
proposals. The third competition was in 2007, and of the 60 eligible applications, funding was awarded in 2008 to
17 projects. Projects from the first two grant cycles have been completed; projects from the third cycle are
anticipated to be complete between 2010 and 2012. Competition-specific RFAs, awarded project plans, and final
reports are available at http://www.epa.gov/ttn/amtic/local.html.
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Recently, during fiscal years (FY) 2009 and 2010, the entire (approximately $5 million annually) CSATAM funding
allocation was redirected from this program to higher priority needs. Specifically, the FY09 funds were allocated
to the Schools Air Toxics initiative and lead monitoring infrastructure. In FY10, all funds were allocated for criteria
pollutant needs, though an additional $2.5 million was included in the budget to complete the Schools Air Toxics
initiative. For FY11, EPA anticipates that the CSATAM funding will again be included in the budget and available
for the intended use. Accordingly, OAQPS plans to conduct another CSATAM grant competition with a focus on
community assessments (to include, but not limited to, schools). The principle objective will be to characterize the
degree and extent of local-scale air toxics problems. This funding will be available for goods movement
communities. EPA will ask NEJAC for comment during the development of the request for applications.
Diesel Health Assessment and EPA Research related to Goods Movement
NEJAC recommended that EPA revisit its health assessment of diesel exhaust emissions reported in its Health
Assessment Document for Diesel Engine Exhaust (Diesel HAD) in May 2002. Since the HAD was issued in 2002,
EPA has promulgated new tighter heavy-duty vehicle standards (effective model year 2007), nonroad diesel
standards, and locomotive and marine diesel standards. These standards continue to achieve large reductions in
diesel PM (a total of almost 300,000 tons in 2030) as well as NOx emissions. In 2030, it is estimated that the
health benefits of these actions will include significant reductions in premature mortality (21,700), avoided hospital
admissions (16,870), and lost work days (about 2,600,000). Additionally, the EPA's Office of Research and
Development (ORD) has an active research program to evaluate the impacts of mobile source emissions on air
quality, exposures and health effects in communities impacted by goods movement related to diesel emissions
and other pollutants. This research is performed by scientists within and outside the agency. A substantial portion
of the research is near-road related research that was not specifically directed at goods movement but the results
and approaches of which are helpful in assessing the impacts of goods movement facilities on neighboring
communities.
To evaluate NEJAC's request to revisit the Diesel HAD, the Agency convened technical experts from ORD and
OAR who have been following the body of diesel research and senior staff who were involved with the 2002
assessment. This group considered NEJAC's recommendation in light of the current status of diesel risk
characterization research to determine whether new research warranted conducting a new assessment at this
time.
The 2002 Diesel HAD did not provide a unit cancer risk (i.e., cancer potency) for diesel exhaust because the
exposure-response data associated with the observed increased lung cancer incidence was judged insufficient to
confidently develop a unit cancer risk value. Nonetheless, the characterization of the likely cancer public health
hazard from chronic exposure to diesel exhaust contained in the 2002 Diesel HAD supported extensive EPA
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regulatory and other initiatives to reduce exposure to diesel exhaust since 2002. At this time, no new information
has become available which could be used to estimate the cancer potency for diesel engine exhaust. Without
new information, EPA would not be able to develop a unit cancer risk estimate for diesel.
The NEJAC's recommendation also indicated that as part of an updated Diesel HAD, EPA should consider other
health outcomes such as cardiovascular and respiratory illnesses. The 2002 Diesel HAD considered these
outcomes and the respiratory effect data in rodents to be sufficient to recommend a diesel reference
concentration (RfC) of 5 micrograms per cubic meter for humans, based on chronic exposures. There was
insufficient evidence on cardiovascular endpoints to support an evaluation at that time.
EPA is currently reviewing the National Ambient Air Quality Standards (NAAQS) for PM, for which the Integrated
Science Assessment for PM was completed in December 2009. As ambient PM includes diesel particles, recent
studies on the health effects of diesel exposures were included in that evaluation and contributed to the
conclusions drawn in that assessment. The Diesel HAD Reference Concentration was focused on non-cancer
effects of chronic exposure, whereas some of the recent publications on cardiovascular and respiratory effects
are related to acute exposures. The PM NAAQS review will be completed by the end of 2011 with the publication
of the EPA Administrator's decision on whether to retain or revise the current NAAQS standards for PM.
Decisions made during this review could inform Agency thinking on whether to consider a more focused update or
review of diesel exhaust non-cancer risks, such as respiratory and cardiovascular effects.
The US EPA's 2002 Diesel HAD noted in the forward that "as cleaner diesel engines replace a substantial
number of existing engines, the general applicability of the conclusions in this health assessment (i.e., May 2002)
will need to be reevaluated." This statement anticipated the use of new emission control technologies for
particulate matter and oxides of nitrogen in response to national emission standards for heavy duty highway
engines and fuel sulfur promulgated in 2001. The emission standards necessitated the use of exhaust particle
traps to meet stringent diesel PM standards in the 2007 model year, and additional nitrogen oxide reduction
systems for the 2010 model year. These highway vehicle standards were followed by standards for nonroad
diesel engines.8 These new requirements have changed and will continue to change the characteristics of diesel
exhaust for newer engines. It was specifically in this context of evolving diesel emission control technologies that
EPA indicated the exhaust from newer engines would need to be evaluated. EPA did not plan to update the
conclusions of the HAD for older diesel engines.
8 Emission and fuel sulfur standards were introduced for nonroad diesel engines (2008-2015 model year phase-in),
locomotive (2011-2015 model years phase-in) and marine diesel engines under 30 liters per cylinder (2009-2017 model year
phase-in). For marine diesel engines over 30 liters per cylinder, EPA has established NOx emission standards (beginning
model year 2016) and has worked with the International Maritime Organization to designate waters off North American
coasts as an area in which new international emission standards will apply beginning in 2012.
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The Health Effects Institute (HEI), in its ongoing Advanced Collaborative Emissions Study (ACES), is testing
emissions from new diesel engines and performing toxicological studies on rodents, looking at cancer and non-
cancer endpoints. The final HEI report is planned for 2013. Regarding previous older diesel engines, at the time
of the diesel HAD there were two pending epidemiologic studies of lung cancer and diesel exhaust in workers
exposed to diesel exhaust. The National Cancer Institute (NCI) has funded the Trucking Industry Particle Study
(TrIPS), conducted by researchers at Harvard University. A joint team of researchers from NCI and National
Institute of Occupational Safety and Health (NIOSH) are also conducting a study of lung cancer in non-metal
miners. While neither TrIPS nor the NCI-NIOSH joint study has published information that would allow calculation
of a quantitative unit risk specifically for diesel exhaust, these research efforts considering new and older engines
are moving the state of the science related to diesel emissions forward.
In addition to these studies, EPA has invested heavily in research (intra- and extra-mural) related to diesel and
goods movement. Below is a summary of completed, on-going and planned toxicological, epidemiologic,
exposure, and source apportionment research.
• ORD has conducted toxicity studies to further investigate the health effects of diesel emissions.
These studies included animal and cellular models of asthma, cardiovascular disease, developmental
outcomes, and susceptibility factors. These studies involved exposures of animals to (1) diesel
emissions generated under controlled conditions and (2) particles collected in the field at different
near-roadway investigation sites where emissions were characterized. The results show that diesel
exhaust particles from different engines, sources, or operating conditions have different toxicity
resulting in a variety of different impacts including: mutagenicity, pulmonary inflammatory responses,
and intensity of allergic reaction. These data show that both the carbon core of diesel and the
associated organics play a role in the observed health effects. In addition, studies of human
exposures to very low levels of emissions are ongoing to develop biomarkers of exposure and effects
that can be correlated with on-site monitoring studies. Thus, these studies are proceeding in a
complementary manner to integrate and better understand health effects of air pollutants associated
with diesel-based transportation on major roadways.
• Field studies of toxicology and epidemiology have also been performed to examine health effects of
mobile source air pollutants. A field study in Raleigh, North Carolina, focused on the toxicity of
particles (coarse, fine and ultrafine) collected adjacent to a heavily traveled interstate. In El Paso,
Texas, and Detroit, Michigan, ORD studied children's respiratory health, including asthma, and
pulmonary function in grades 3 - 5 in Texas and ages 9 -13 in Michigan. Both cities are major ports
of entry for truck traffic into the United States. Both studies were complemented by independent, but
parallel research in Mexico and Canada. Although not specifically the target for these near-roadway
studies, the respiratory health data could be analyzed in terms of goods movement.
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• Field studies have also been performed to characterize the emissions and movement of mobile
source air pollutants adjacent to roadways and impacts on neighboring communities. Work funded
through the ORD's Science To Achieve Results (STAR) program includes the PM Center's program
which supported research to determine the contribution of the Los Angeles port facility on emissions
that contribute to PM of various sizes (coarse, fine and ultrafine). In partnership with EPA's Region 9,
ORD has also been involved in an effort to determine air quality impacts in communities adjacent to
the Los Angeles International Airport (LAX). The Detroit Exposure and Aerosol Research Study
(www.epa.gov/DEARS) was completed in 2007 and involved characterizing source-related exposures
and effects in communities adjacent to the Ambassador Bridge and other industrial sources. The
Ambassador Bridge is a major goods movement corridor (greater thanl 0,000 commercial vehicles
each day) that involves the transport of more than 25% of all merchandise trade between the U.S.
and Canada.
• ORD has also conducted additional studies at the Dearborn rail yard in Detroit. This study
determined specific sources of pollution (source apportionment) for the rail yard. The Dearborn
source apportionment study focused on determining the impact of several industrial source
categories, including the rail yard, on ambient air pollution. The EPA's Region 5 was awarded a
Regional Applied Research Effort (RARE) grant to further investigate the effect of rail yard emissions
on local air quality. A field modeling and emissions inventory study was completed in 2008-2009,
focusing on the Dearborn rail yard. In the second phase of the RARE project, ORD plans to further
study rail yard emission impacts on local air pollution by mapping air pollutant concentrations using a
novel air monitoring vehicle, in areas surrounding a rail yard in Chicago, Illinois (2010), and Atlanta,
Georgia (2011).
• Future near-road research studies looking at pollution within 300 meters of the roadways are planned
for Detroit and Raleigh to evaluate the effects of mobile source emissions on local-scale air quality,
and human exposures and health effects. The research will involve FHWA, and the respective State
DOTs will provide data that will be used to evaluate and improve modeling capabilities to estimate the
dispersion, or movement, of roadway emissions into adjacent communities. Additional research
funded by ORD will support toxicology and epidemiology (population) studies in both cities to
examine the health effects of near-road exposures to air pollutants.
EPA's National Center for Environmental Research (NCER) funded a cooperative agreement study with the
University of Michigan to evaluate the relationship between near-road exposures and a range of respiratory
impacts in asthmatic children living near roadways in Detroit. Investigators will rely on community-based
participatory research to both recruit and engage local stakeholders. In support of this study, ORD scientists will
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perform toxicology studies of air samples collected in the neighborhoods where the children live. Future research
is currently being planned for the Raleigh area that will involve an epidemiology study (likely looking at adults) as
well as toxicology studies. ORD is reviewing the gaps identified in the Health Effects Institute (HEI) Special
Report on Traffic-Related Air Pollution and will design the research studies accordingly to address a number of
these gaps. Also, ORD is currently exploring opportunities to partner with the National Institute of Environmental
Health Sciences (NIEHS) Exposure Biology program in these upcoming research studies.
Transportation Research Board
EPA has shared the NEJAC report with the Transportation Research Board's (TRB) Environmental Justice in
Transportation Committee and asked that it be discussed at an upcoming committee meeting. Members of the
committee include metropolitan planning organizations, state DOTs, USDOT and community groups. "TRB is one
of six major divisions of the National Research Council— a private, nonprofit institution that is the principal
operating agency of the National Academies in providing services to the government, the public, and the scientific
and engineering communities. The National Research Council is jointly administered by the National Academy of
Sciences, the National Academy of Engineering, and the Institute of Medicine. The TRB's varied activities
annually engage more than 7,000 engineers, scientists, and other transportation researchers and practitioners
from the public and private sectors and academia, all of whom contribute their expertise in the public interest by
participating on TRB committees, panels, and task forces. The program is supported by state transportation
departments, federal agencies including the component administrations of the U.S. Department of Transportation,
and other organizations and individuals interested in the development of transportation"9.
9 www.trb.org
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Section 4
Regulatory and Enforcement Mechanisms
(Response to Recommendations 15-21)
Regulations are an effective means of controlling emissions from mobile sources. EPA has a comprehensive
regulatory program of standards for new engines involved in freight operations including trucks, marine and
locomotive engines, and engines used in port and airport operations. These standards have been systematically
tightened over time as technology has evolved and are enforced at the national level. However, diesel engines
have a long life-time and fleet turnover rates are low.
NEJAC specifically recommended further regulation of international ships and aircraft, accelerating fleet turnover
through incentives such as credit in State Implementation Plans (SIPs) and encouraging expansion of operational
measures at the state and local level. It also recommended strengthening regulatory programs such as
transportation conformity to ensure that the expansion and siting of goods movement facilities include
consideration of local impacts. NEJAC further recommended using enforcement mechanisms such as
settlements in enforcement cases to clean up existing fleets used in goods movement.
EPA has made significant progress on these recommendations which is detailed below.
International Standards for Marine and Aircraft Engines and North American Emission Control Area
On March 26, 2010, the International Maritime Organization (IMO) adopted the North American Emissions Control
Area (ECA). Ocean going vessels operating in the ECA will need to meet more stringent emission standards than
required elsewhere. The rule, when completely phased in, will result in large reductions in NOx and PM from
large ships. It is part of EPA's comprehensive regulatory strategy to address emissions from marine engines.
EPA is now poised to work with its counterparts in Canada and the US Coast Guard on implementation. The
ECA will bring significant public health benefits to North America including communities near ports and freight
centers. Figure 3 shows the geographic area benefiting from the fuel requirements of the ECA. In 2009 EPA
completed a Clean Air Act C3 Marine rulemaking which will complement the IMO action by reducing emissions
from large ocean-going vessels. EPA evaluated costs and benefits of policy options as well as the environmental
10 11
justice impacts of the rule making.
10 ICF International. December 1, 2008. Estimation of diesel particulate matter concentration isopleths near selected harbor
areas with revised emissions (revised). Memorandum to EPA under Work Assignment Number 1-9, Contract Number EP-C-
06-094. This memo is available in Docket EPA-HQ-OAR-2007-0121.
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Legend
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> 0 Olio « 0 03
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>0 1 to <=025
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| > 1 0 to <~ 2 0
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grids
Figure 3: Projected Reduction in Particulate Matter (PM) in micrograms per cubic meter from North
American Emission Control Area
Historically, EPA worked with the Federal Aviation Administration (FAA) and the International Civil Aviation
Organization (ICAO) in setting aircraft engine emission standards and related requirements. Under this approach
international standards were first adopted by ICAO. EPA has initiated Clean Air Act rulemakings to establish
domestic standards that are at least as stringent as ICAO's standards. In February 2010, ICAO adopted more
stringent NOx standards for aircraft gas turbine (jet) engines, which will be effective in 2014, and EPA intends to
adopt NOx standards equivalent to the recent ICAO standards in a future rulemaking. In addition, EPA is working
with FAA and ICAO to develop a certification requirement by 2013 for PM emissions from aircraft engines.
Subsequently, the establishment of an ICAO PM standard will likely occur in 2016. EPA anticipates adopting
equivalent PM provisions in a future rulemaking. On April 24, 2010, EPA issued a notice of advanced rulemaking
to collect data on the health impacts of lead in aviation gas used by piston-engine aircraft
(http://www.epa.gov/otaq/aviation.htm).
11ICF International. December 10, 2008. Estimation of diesel particulate matter population exposure near selected harbor
areas with revised harbor emissions (revised). Memorandum to EPA under Work Assignment Number 2-9, Contract Number
EP-C-06-094. This memo is available in Docket EPA-HQ-OAR-2007-0121.
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Locomotives
In 2007, EPA conducted an analysis of selected rail yards and marine ports to better understand the populations,
including minority and low-income, that are exposed to particulate matter (PM) emissions from these facilities.
This screening-level analysis indicates that at the 37 rail yards studied, as many as 1.5 million people, including a
high percentage of low-income households, African-Americans, and Hispanics, live in the vicinity of these facilities
and are exposed to higher levels of PM than urban background levels. The Agency sought to reduce locomotive
emissions through both regulatory and non-regulatory efforts, including locomotive standards, the Diesel
Emissions Reduction (DERA) program and SmartWay Transport program.
Locomotive standards established by EPA in 1998 have resulted in large emission reductions over the past
decade, and continue to yield benefits as new Tier 2 locomotives replace older units. These standards reduce
ozone-forming oxides of nitrogen (NOx) by 60%.
EPA's stringent new Tier 3 and Tier 4 standards will begin to take effect in 2011, and by 2015 will require new
locomotives to be 90% cleaner than today's cleanest Tier 2 units, through the use of diesel particulate filters and
NOx aftertreatment devices. Stringent new standards for remanufactured locomotives and idle reduction controls
are already being phased in. Special provisions have also been put in place to encourage the use of even
cleaner locomotives in rail yards. These provisions include a Tier 3 standard for rail yard switchers that is one
year earlier and at a lower NOx level than for line-haul locomotives, and a streamlined certification process to
encourage the use of even lower-emitting nonroad engines in switchers.
Transportation Conformity Guidance for Quantitative Hot-spot Analyses in PM2.5and PM10 Nonattainment
and Maintenance Areas
Transportation conformity is a Clean Air Act requirement to ensure that federally supported highway and transit
activities are consistent with ("conform to") the purpose of the SIP. Conformity to the purpose of the SIP means
that a transportation activity will not cause or contribute to new air quality violations; worsen existing violations; or
delay timely attainment of the national ambient air quality standards or any interim milestone. Transportation
conformity applies in nonattainment and maintenance areas for transportation-related pollutants: ozone, carbon
monoxide (CO), PM2 5, PM10, and nitrogen dioxide. EPA partners with Department of Transportation (DOT) to
implement conformity regulations.
The transportation conformity rule requires agencies completing project-level conformity determinations (including
PM hot-spot analyses as described below) to establish a proactive public involvement process that provides
opportunity for public review and comment (40 CFR 93.105(e)). In practice, this is often satisfied through the
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NEPA public involvement process, since project-level conformity determinations are often completed in
conjunction with the associated NEPA analysis. EPA encourages project sponsors to fully engage affected
communities through the public process to ensure that transportation conformity requirements are met.
EPA is currently developing new guidance on how to complete quantitative "hot-spot analyses" of particulate
matter (PM2 sand PM10) emissions that can be used to analyze highway and transit projects and will improve the
ability to estimate localized impacts of certain highway or transit projects, some of which may be associated with
goods movement facilities. The draft guidance document, "Transportation Conformity Guidance for Quantitative
Hot-spot Analysis in PM25and PM10 Nonattainment and Maintenance Areas - Public Draft," was released in May
2010 with a public comment period which closed July 19, 2010. The Environmental Justice mailing list was
notified that the draft guidance was available for comment.
When final, this guidance will facilitate the completion of hot-spot analyses in PM10 and PM2 5 nonattainment and
maintenance areas for projects that involve significant levels of diesel vehicle traffic (or any other project identified
in a PM2 5 or PM10 SIP as a localized air quality concern), including projects such as new highways and
intersections that serve large volumes of diesel trucks or freight terminals. Under the conformity rule, projects that
require hot-spot analyses will have to quantitatively demonstrate that the project will not create new PM NAAQS
violations, worsen violations, or delay timely attainment of the NAAQS or interim milestones. Presently, EPA
requires only a qualitative analysis of transportation conformity requirements, but with the release of the
MOVES2010 emissions model12, it is now possible to develop guidance on completing quantitative PM analyses.
Although the Clean Air Act (CAA) limits transportation conformity requirements to highway or transit projects
receiving FHWA or FTA funding or approval, the modeling processes described by the guidance could be used to
estimate emissions from other projects, such as those associated with goods movement not otherwise subject to
the transportation conformity rule.
Incentives for Early Emissions Reductions: Clean Ports USA, SmartWay and the 2010-12 Ports Air Quality
Plan
In addition to EPA's regulatory programs, OTAQ maintains two complementary non-regulatory programs for
achieving improvements in air pollution from transportation sources and ports and other goods movement
facilities; the National Clean Diesel Campaign (NCDC) and its associated programs and the SmartWay Transport
Partnership. These programs facilitate federal, state and local initiatives, and leverage resources to mitigate
pollution from goods movement operations. They also have succeeded in accelerating the modernization of
existing diesel fleets used in freight operations.
12 The MOVES model is discussed further in Section 7.
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Clean Ports USA and SmartWav Transport Partnership
Clean Ports USA, established in 2005 as part of NCDC, is an incentive-based innovative program designed to
reduce emissions from existing diesel engines such as trucks, vessels, locomotives, and nonroad equipment at
ports. The SmartWay Transport Partnership, established in 2004, works with shippers and carriers of goods and
others to reduce emissions from freight operations, with a focus on fuel efficiency improvements and the reduction
of greenhouse gases. Led by OTAQ, other EPA Offices and the Regional Diesel Collaboratives coordinate with
the Clean Ports USA and SmartWay programs to provide a wide array of technology solutions to reduce air
pollution across the supply chain. The market-based incentives inherent in the SmartWay program design
provide companies involved in goods movement a strong motivation to be early adopters of the best available
fuel-saving technology on the market. Both programs promote idle reduction which can be a significant source of
diesel pollution near truck stops and warehousing facilities.
For example, all Class 1 railroad and several shorthaul rail companies are SmartWay Partners and commit to
annual reductions of both greenhouse gases and criteria pollutants. EPA is encouraging, through its grant
programs, projects that will replace or repower locomotives ahead of schedule, install verified idle reduction
technologies, and adopt other cleaner locomotive technologies. Some examples of EPA-funded rail projects that
provide early reductions are:
¦ South Coast Air Basin, California: Upgrade 8 switcher engines
¦ Lincoln, Nebraska, retrofit 8 switcher engines in a residential area near a switchyard. The area is
known for high asthma rates and low-income.
¦ New Haven, Connecticut, repowered a switcher locomotive.
2010-2012 Ports Air Quality Plan (The Plan)
In October 2007, at the Regional Leadership Forum (RLF) on the Environmental Implications of Port Operations
and Growth, the then EPA Regional Administrators and EPA Assistant Administrators recognized the need for
achieving air quality improvements at the ports. At that meeting, EPA's senior leaders crafted "The Sustainable
Ports Strategy." The Strategy was intended as a guideline for actions that could be taken to reduce the
environmental impacts at ports. Regions and Offices signed up to take a leadership or participating role in
various actions. EPA held a meeting of the EPA Regional and Assistant administrators in July 2010 to educate
them about the environmental and environmental justice implications of port operations and goods movement.
In January 2010, OTAQ revised and updated the air quality portions of the Agency's Strategy for Sustainable
Ports, creating a 2010-12 Port Air Quality Plan. Although the NEJAC recommendations were not yet final, EPA
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had been following the progress of NEJAC's Goods Movement Work Group and was able to consider in the plan
some of the preliminary findings of the Work Group. This plan provides the framework for ensuring successful
implementation of the Agency's efforts to reduce port related air pollution under NCDC. EPA regions and other
offices across EPA also provided input. The plan builds from and complements:
• EPA's regulatory programs,
• NCDC Clean Ports USA partnership with the American Association of Port Authorities (AAPA),
• Maritime-related efforts of EPA's Regional Diesel Collaboratives,
• The SmartWay Transport Partnership , and
• Air quality action plans developed by individual North American ports.
The EPA Port Air Quality Plan stresses a collaborative approach with port communities, port and industry
partners, state and local agencies, and environmental groups. It also recognizes the unique ability of EPA to
provide technical assistance and leverage funding for improving air quality.
2010-12 Port Air Quality Plan Approach
To collaborate with port communities, governments, marine port authorities, shippers and carriers in the goods
movement industry to promote sustainability and to minimize the negative effects of inter-modal marine and land-
side goods movement on human health and air quality.
The Plan's objectives and action items are organized into three themes with sub-categories that mirror
Administrator Jackson's 2010 priorities for EPA. The themes and main actions include the following:
• Taking Action on Climate Change and Improving Air Quality
o Marine Port and Freight Focus on Diesel Emissions Reduction Grants, Innovative Funding, and
New Technologies
o Goods Movement Actions
o Measuring Progress through Emissions Reductions and Cost-Effectiveness
o General Collaborations and Communication
• Healthy Communities and Ecosystems: Environmental Justice Air Quality Actions
• The Global Environment
Each theme in the Plan contains actions that support or supplement EPA regulatory programs and build on
existing programs. The Plan identifies specific milestones, target dates, outputs and measures. Many actions in
the Plan directly address NEJAC recommendations. For example, as part of the Plan, several regional offices will
work with communities and their ports to establish goals for air emissions reductions. Establishing air quality
goals for goods movement centers was one of NEJAC's recommendations. EPA has already successfully
accomplished this with the Ports of Los Angeles, Long Beach, Seattle, Tacoma, and New York and New Jersey.
EPA continues to make progress with additional ports such as Charleston, Virginia, Baltimore, and Savannah.
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EPA will continue to support and encourage ports to measure their progress and engage in meaningful dialogue
with their communities. Appendix B contains the 2010-2012 Port Air Quality Plan.
The main feature of the overall Ports Plan is to promote emission reductions from marine ports and the
associated transportation supply chain through the Diesel Emissions Reduction Program grants and the Regional
Clean Diesel Collaboratives. Actions in the Plan will advance EPA's communication of the science and the
impacts associated with climate change and criteria pollutants on communities. EPA will continue to work with
OEJ and the Regional offices to address serious public health concerns associated with freight distribution across
the US. EPA will promote the use of our Diesel Emissions Reduction program and SmartWay partnership tools to
cut air pollution through the entire system of transportation facilities, seaports, railways, truck lanes and border
facilities. EPA will work with the OEJ to encourage grant applications from eligible entities that can affect
emissions reductions in port and goods movement communities. EPA will also consider how to get more
applications from eligible community organizations in future grant competitions.
Chelsea, Massachusetts, is an example of a community where Clean Diesel funding is reducing diesel emissions.
Chelsea is a densely populated town outside of Boston, home to some of the state's highest concentrations of
newly arrived immigrants and economically disadvantaged constituencies. Because of its harbor-side location,
access to the city, and large industrial zones, Chelsea is the site of a disproportionate share of activities that
generate unhealthy soil, water, and air pollution. The Chelsea Collaborative, a local nonprofit, has played a key
role in successfully rallying the community to take local air quality issues into its own hands. In June of 2009,
EPA awarded a $1.56 million grant to the Collaborative to undertake a major repower initiative at a local produce
center. The New England Produce Center in Chelsea represents an enormous source of diesel pollution in the
city. Each day, approximately 2,500 trucks visit the produce center. Due to the high volume of goods coming in
and out of the facility each day, operators use cold and warm storage trucks that are docked at the building.
These stationary storage areas use climate controllers powered by old diesel-powered engines to keep food at
optimal temperatures.
A Chelsea Collaborative employee reached out to the Center's managers and brought about the innovative
partnership. Under the grant, resident businesses at the produce center provide a partial cost-share for 79 trailers
to be repowered to run on electricity off the grid instead of using high sulfur-containing diesel. To increase cost
effectiveness of the project, the Chelsea Collaborative selected the trailers that will maximize the longevity of the
emissions reductions. With 37 individual businesses on board in the produce center project alone, this initiative
represents a cross-cutting partnership. The Chelsea Collaborative success in reducing a persistent source of
diesel pollution at the produce distribution center in Chelsea demonstrates how use of clean diesel funding can
improve the quality of life in a community impacted by a goods movement distribution center.
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Expanded Enforcement
Environmental justice (EJ) considerations, including those arising from centers of goods movement, are already
an integral part of EPA's targeting and prioritizing cases. EPA will continue to investigate and take appropriate
enforcement action, if necessary, to address emissions from major sources, including goods movement facilities
that have a significant impact on nearby communities.
By way of example, EPA's Office of Enforcement and Compliance Assurance's Air Enforcement Division, Region
6 and Houston have collaborated to develop a monitoring/surveillance/enforcement strategy to address concerns
of high levels of hazardous air pollutants (HAPs) in and around the Houston area. In November 2007, the city's
Mayor and Health Director requested EPA's participation in addressing benzene emissions by developing a risk
based approach to conducting real time monitoring, surveillance, and compliance activities. EPA designated
Houston as an authorized representative in February 2008, which authorized the city to enter onto the premises of
major emission sources to support EPA with inspection and monitoring activities. Houston signed a confidentiality
agreement with EPA in September 2008 in order to participate in enforcement activities related to the initiative.
Activities included fence-line monitoring, and if a benzene plume was identified, EPA and Houston followed up
with an on-site visit to monitor and help detect potential specific sources, followed by information requests and
enforcement, if appropriate.
EPA will continue to pursue supplemental environmental projects, which are projects financed by EPA
enforcement actions, to obtain additional emission reductions associated with goods movement. These
supplemental environmental projects can be used in settlement of an EPA enforcement action to offset civil
penalties that a company might otherwise have to pay. However, EPA cannot divert civil penalty payments from
the U.S. Treasury toward diesel cleanup projects or other similar projects.
Finally, a number of EPA regions have targeted enforcement efforts in communities impacted by goods
movement. For example, EPA Region 9, California EPA, the South Coast Air Quality Management District, and
other partners have created a Los Angeles Area Enforcement Collaborative targeting facilities along the
lnterstate-710 corridor, which is heavily impacted by goods movement out of the Ports of Los Angeles and Long
Beach. Members from communities along the corridor join local, state and federal officials on tours through their
communities to identify concerns and issues with facilities located near their communities. Agencies then
investigate community concerns with the facilities and report back to the communities.
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Section 5
Land Use Planning and Environmental Review
(Response to Recommendations 22-23, 25-27)
The NEJAC report points out the importance of land use decisions and policies in preventing and reducing air
pollution associated with goods movement facilities and the impacts of the facilities on sensitive populations. EPA
does not have authority over land use policy, and the federal government has very limited authority in this area
generally. However, EPA does have programs and requirements under the CAA such as transportation
conformity, and State Implementation Plan requirements, as well as requirements under National Environmental
Act (NEPA) review that can influence land use decisions. In addition, EPA performs an important role by
providing tools to assess the impact of alternative land use planning scenarios.
The NEJAC report makes various recommendations regarding using both NEPA and CAA programs and tools to
the fullest extent possible. This includes making information from these programs more publically available.
NEJAC also suggests updating existing guidance and developing new guidance addressing the relationship
between land use and air quality especially as it applies to sensitive receptors such as schools and hospitals.
The activities below directly address many of NEJAC's recommendations.
National Environmental Policy Act (NEPA)
NEPA requires consideration of the cumulative impacts of proposed federal actions (including goods movement
projects) on the environment, including the potential impacts on air quality, water resources, and soil. In addition,
the socioeconomic impacts of the proposed project must be considered, including those related to environmental
justice. EPA's Office of Federal Activities (OFA) has worked with OTAQ to develop guidelines for EPA NEPA
reviewers to evaluate the impacts of goods movement in NEPA reviews. Comment letters written by EPA in
conjunction with EPA's review authority for NEPA documents under Section 309 of the Clean Air Act are publicly
available at http://www.epa.gov/compliance/nepa/eisdata.html. In addition, most Regional websites make these
comment letters available on a Region-specific basis.
The public process required by NEPA offers an ideal forum to address community concerns related to a specific
proposed goods movement project. EPA encourages federal agencies to consider collaborative decision-making
within the NEPA process, and notes that the Council of Environmental Quality has released guidance on
incorporating collaborative elements into NEPA processes.13
13 See "Collaboration in NEPA: A Handbook for NEPA Practitioners" (CEQ, October 2007).
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EPA's Environmental Justice Executive Steering Committee (now part of the Executive Management Committee)
chose Goods Movement and Air Toxics as one of the top five priority areas for action in fiscal years 2009 and
2010. As part of this priority, EPA formed an Agency-wide Goods Movement/Air Toxics Workgroup, which in turn
identified two overarching goals, with associated actions, for EPA. One of these is: "Inventory and share
innovative mitigation measures used in goods movement projects to provide early input to projects (infrastructure)
impacting communities in goods movement corridors". The activities EPA is undertaking to implement this goal
are:
• Ensuring the NEPA process fully considers the impact of new transportation and other goods
related infrastructure projects on communities by educating our partners at DOT, the U.S. Army
Corps of Engineers and other agencies to understand the negative impacts of goods movement
at the community level.
• Ensuring NEPA reviewers understand and consider the risks of goods movement on communities
when conducting NEPA reviews and evaluating alternatives in project design.
Transportation Conformity
Transportation conformity is a Clean Air Act requirement to ensure that federal supported highway and transit
activities are consistent with (in other words conform to) the purpose of the SIP. Conformity to the purpose of the
SIP means that a transportation activity will not cause or contribute to new air quality violations; worsen existing
violations; or delay timely attainment of the national ambient air quality standards or any interim milestone.
Transportation conformity applies in nonattainment and maintenance areas for transportation-related pollutants:
ozone, carbon monoxide (CO), PM25, PM10, and nitrogen oxides.
The transportation conformity rule (40 CFR parts 51 and 93) requires that conformity determinations be based on
the latest motor vehicle emissions model approved by EPA. In December 2009, EPA released MOVES2010, a
state-of-the-art upgrade to EPA's modeling tools for estimating emissions from cars, trucks, motorcycles, and
buses. Based on analysis of millions of emission test results, MOVES2010 considerably advances EPA's
understanding of vehicle emissions. MOVES2010 represents a considerable advance in the ability to estimate
on-road emissions associated with goods movement facilities for transportation conformity and other purposes.
MOVES2010 also makes it possible to develop guidance for conducting "hot-spot" analyses for certain
transportation projects (including those associated with goods movement). This guidance was described
previously in Section 4 and is summarized later in this section. The draft guidance was developed in coordination
with DOT, EPA's federal partner in implementing the transportation conformity program.
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Interagency Coordinated Efforts - HUD-DOT-EPA Interagency Partnership for Sustainable Communities
On June 16, 2009, EPA joined with the U.S. Department of Housing and Urban Development (HUD) and the U.S.
Department of Transportation (DOT) to help improve access to affordable housing, provide more transportation
options, and lower transportation costs while protecting the environment in communities nationwide. Through a
set of guiding livability principles and a partnership agreement that will guide the agencies' efforts, this partnership
will coordinate federal housing, transportation and other infrastructure investments to protect the environment,
promote equitable development, and help to address the challenges of climate change. This partnership is
addressing some issues related to regional transportation and land use planning. For example, after consultation
with EPA, DOT and HUD launched a joint effort in June, 2010. This effort combines $75 million in DOT TIGER II
and HUD Sustainable Community Challenge Grant Investments for localized planning activities that lead to
projects that integrate transportation, housing and economic development, and planning or design for surface
transportation projects that would be eligible for funding under the TIGER II Discretionary Grant program. The
types of projects considered for funding include "planning activities related to the development of a freight corridor
that seeks to reduce conflicts with residential areas and with passenger and non-motorized traffic." In this type of
project, DOT might fund the transportation planning activities along the corridor, and HUD might fund changes in
the zoning code to support appropriate siting of freight facilities and route the freight traffic around town centers,
residential areas and schools."
Federal Guidance
Land Use
In 2001 EPA released a guidance document entitled "Improving Air Quality Through Land Use Activities"
(EPA420-R-01-001, January 2001) which described how to use existing EPA regulations and policies to account
for the air quality benefits of land use activities. The document included general guidance on quantifying the
potential benefits of land use activities when determining air quality impacts. EPA will consider the NEJAC
recommendations regarding goods movement activities and mitigation of emissions from these activities in any
future revision to the guidance.
Transportation Conformity Guidance for Quantitative Hot-spot Analyses in PM^and PMm Nonattainment and
Maintenance Areas
As described in Section 4, the release of the MOVES2010 emissions model has made it possible to develop
guidance for conducting quantitative "hot-spot" analyses for certain transportation projects. A draft guidance
document, "Transportation Conformity Guidance for Quantitative Hot-spot Analysis in PM2sand PM10
Nonattainment and Maintenance Areas - Public Draft", was released in May 2010 with a public comment period
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which closed July 19, 2010. The Environmental Justice mailing list was notified that the draft guidance was
available for comment. Once finalized, this guidance will help state and local agencies complete quantitative
PM2 5and PM10 hot-spot analyses for project level transportation conformity determinations of certain highway and
transit projects, including some associated with goods movement.
Mobile Source Air Toxics in NEPA Review
Since the publication of FHWA's Interim Guidance on Air Toxics Analysis in NEPA in 2006, EPA's Office of
Federal Activities issued the Interim NEPA/Clean Air Act Section 309 Diesel Emissions Guidance. This guidance
is intended for internal EPA use by EPA personnel involved in the review of NEPA documents for federal actions
that have potential impacts associated with diesel emissions. However, the guidance addresses many of the
pollutants and issues associated with goods movement.
EPA has had significant interaction with FHWA on the subject of mobile source air toxics (MSATs) in NEPA
documents dating back to 2003, when EPA reviewed an initial draft of FHWA's 2006 interim guidance. FHWA
plans to revisit the guidance considering the recent release of MOVES2010. EPA will work with FHWA on future
revisions to the guidance, especially as it relates to MOVES2010 and NEJAC's recommendations.
Sensitive Receptor Guidance
EPA is in the process of preparing guidance on environmental and energy considerations in school sitings. This
guidance will address the environmental issues associated with schools located near large roads or other
transportation facilities.
In July 2009, EPA convened a special School Siting Task Group (SSTG) under the existing Children's Health
Protection Advisory Committee (CHPAC) to provide early input to EPA on the content of the draft siting
guidelines. The Task Group was comprised of representatives from a wide range of national, state, tribal, and
local organizations. As with all guidance, there will be opportunity for communities to comment in December of
2010 when the draft guidance is published. The guidance will be final in June 2011.
Guidance on Incorporating Environmental Justice into NEPA
OFA is currently undertaking a review of the Final Guidance for Incorporating Environmental Justice Concerns in
EPA's NEPA Compliance Analyses to determine whether it needs to be updated and, if so, which areas are in
need of additional attention.
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Section 6
Technology
(Response to Recommendations 28, 30)
Retrofit technology to reduce emissions from on-highway trucks is readily available in the commercial market.
However, fewer technologies are available to reduce emissions from marine and locomotive applications. Both
the SmartWay Transport Partnership and NCDC have been working to encourage new technologies for these
applications over the past several years, but more needs to be done.
NEJAC's report pointed out mandatory measures often "do not support the pace of change that impacted
communities would expect for cleaner air." In order to meet the urgency for cleaner air, NEJAC recommended
that EPA provide incentives for quicker action like encouraging states to include voluntary diesel reductions in
their SIPs. NEJAC also emphasized the importance of advancing new clean diesel technologies. It also
suggested that EPA do its own research to develop and accelerate commercialization of technologies that benefit
goods movement communities.
Accounting for Accelerated Deployment of Clean Technologies in SIPs
EPA encourages states to account for emission reductions in SIPs due to the deployment of cleaner technologies
and other control measures. EPA continues to believe that the latest and best emissions models and data must
be used to ensure that the emissions reductions given for individual control measures are as accurate as
possible.
The CAA presently requires that any control measures used in SIPs be quantifiable, surplus (i.e., not already
being relied upon to meet attainment requirements), permanent, federally enforceable and adequately supported
(e.g., by funding, personnel, or regulations).
The CAA also gives EPA authority to approve voluntary mobile source measures in a SIP for emissions control
credit. This is subject to a commitment by the state to monitor, evaluate, and report the resulting emissions effect
of the voluntary measure. EPA guidance limits the percentage voluntary measures can contribute to total
projected future year emissions reductions required to attain the appropriate NAAQS. The total amount of
emissions reductions from voluntary measures has presumptively been limited to three percent of the statutory
requirements of the CAA with respect to any SIP submittal to demonstrate progress toward, attainment of, or,
maintenance of the NAAQS. (See EPA memorandum "Guidance on Incorporating Voluntary Mobile Source
Emission Reduction Programs in State Implementation Plans (SIPs)," November 24, 1997. EPA acknowledges
that some areas may be able to demonstrate that voluntary measures may achieve credible reductions higher
than the three percent cap; in that case, EPA will evaluate any such proposal on a case-by-case basis.
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In addition, EPA continues to develop and support models, initiatives and guidance to help accurately quantify
and address air quality concerns associated with goods movement, such as:
• Developing, refining, and supporting the latest emission models (such as MOVES2010, released in
December 2009) to support the accurate quantification of air quality impacts of proposed goods
movement projects.
• Developing guidance on how states can reduce emissions through retrofitting and replacing diesel
vehicles and engines; this guidance also describes how states can quantify these benefits for SIP and
conformity purposes. See "Diesel Retrofits: Quantifying and Using Their Benefits in SIPs and Conformity:
Guidance for State and Local Air and Transportation Agencies" (EPA420-B-06-005, June 2006) and
"Guidance for Quantifying and Crediting Locomotive Idling Emission Reductions" (EPA420-B-04-002,
January 2004).
• Providing information on quantifying emission reductions from the use of technologies which reduce long
duration truck idling emissions. These emission reductions may be used either to meet state
implementation plan requirements such as reasonable further progress or attainment or in transportation
conformity determinations. See "Guidance for Quantifying and Using Long Duration Truck Idling
Emission Reductions in State Implementation Plans and Transportation Conformity," (EPA420-B-04-001,
January 2004).
• Describing how to quantify and use reductions in nitrogen oxides (NOx) that result when trucks are
outfitted with two specific SmartWay fuel-efficient technologies: trailer aerodynamic kits and low-rolling
resistant tires. See "SmartWay SIP and Conformity Guidance," (EPA420-B-07-004, June 2007).
Emerging Technology and Technology Verification Programs
EPA's Emerging Technology Program
EPA developed the Emerging Technologies Program to advance new, cutting edge technologies that reduce
diesel emissions prior to commercialization or before being fully verified for use under a DERA grant competition
program. EPA provides funding for emerging technologies to demonstrate reductions under real world conditions.
All technologies on the Emerging Technologies List must seek full verification within a one to two year period. To
date, EPA has approved 14 technologies for placement on the Emerging Technologies List and several are ready
to seek full verification. Eleven of the technologies target nitrogen oxides (NOx). This is crucial, as there are
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currently few verified strategies that target the reduction of NOx. Other technologies target the reduction of
particulate matter from marine vessels and locomotive engines, which will benefit the communities near ports and
rail yards.
EPA's Technology Verification Program
The NCDC and SmartWay programs, along with the California Air Resources Board (CARB) coordinate on
evaluating the emission reduction and fuel saving capabilities of a given technology. NCDC's verification process
includes a thorough technical review of the technology as well as tightly controlled testing to quantify statistically
significant levels of emission reductions. It is designed to allow the manufacturer to demonstrate retrofit
technology effectiveness on a number of engine applications. One important required element of the process is
the in-use testing component. This confirms that the technology is performing in real world usage as claimed by
the manufacturer and acts to confirm the percent reduction attributable to the device or technology. In-use testing
is performed during two different stages of the useful life of the technology. This in-use test element is critical to
whether the product will remain on EPA's Verified Technology List.
Under the SmartWay program, EPA evaluates the fuel saving benefits of various devices through grants,
cooperative agreements, emissions and fuel economy testing, demonstration projects and technical literature
review. These technologies, such as idle reduction and aerodynamic devices on tractors and trailers, are certified
by EPA and are eligible to include the SmartWay certification mark.
Over the past several years, EPA made a concerted effort to verify technologies for use in goods movement.
Between EPA and CARB's verification lists, there are more than 13 technologies approved for use in nonroad
applications and 19 approved for on-highway applications.
EPA also verifies Idling Reduction Technologies which can be very effective in reducing emissions at goods
movement facilities. Idle reduction technology allows engine operators to refrain from long-duration idling of the
main propulsion engine by using an alternative technology. An idle reduction technology is generally defined as a
technology or device that is installed on a vehicle (e.g., bus, truck, locomotive, automobile, marine vessel,
equipment, etc.) or at a location. It reduces unnecessary main engine idling, and/or is designed to provide
services (e.g., heat, air conditioning, and/or electricity) to the vehicle or equipment that would otherwise require
the operation of the main drive engine while the vehicle or equipment is temporarily parked or remains stationary.
EPA will continue to work with manufacturers to verify technologies for different types of engines and vehicles. All
EPA SmartWay and NCDC verified technologies are listed on the NCDC and SmartWay websites and this list is
continuously updated as new equipment is made available and verified.
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EPA Technology Research
EPA's National Vehicle, Fuels and Emissions Laboratory (NVFEL) has a number of advanced research projects
developing technologies that can be used in goods movement operations. The most significant of these efforts
involves the hydraulic hybrid technology, a NVFEL-patented technology. [See:
http://www.epa.qov/otaq/diesel/documents/420f09051 .pdf 1. This technology reduces criteria pollutants such as
particulate matter and oxides of nitrogen as well as fuel consumption. This technology is being used in urban
delivery trucks such as UPS and FedEx fleets. EPA is also working in partnership with the Port of New York/New
Jersey, APM Terminals North America, and industry to demonstrate the hydraulic hybrid technology on a port
yard hostler.
The EPA, the California Environmental Protection Agency, the California Air Resources Board, the South Coast
Air Quality Management District, and the San Joaquin Valley Air Pollution Control District are undertaking a Clean
Air Technology Initiative. The principal goal is to improve air quality by aligning agency research resources,
where possible, by evaluating innovative and emerging emission reduction technologies and choosing
technologies on which to collaborate in order to accelerate development and deployment. The Initiative includes
two technology demonstration areas: the City of San Bernardino in the South Coast and Kern and Tulare
Counties in the San Joaquin Valley. The technologies identified for demonstration include:
• Distribution Center Technologies (e.g. fuel cell forklifts, electric trucks)
• Locomotive Technologies (e.g. emissions capture, selective catalytic reduction (SCR))
• Airport Technologies (e.g. electric ground support equipment, electric shuttle busses and
taxis)
• Transit and Downtown Technologies (e.g. electric transit busses, hydraulic hybrid package
delivery trucks)
• Schools and Public Facilities (e.g. air filters in schools near highways and major materials)
• Off-road and Farm Equipment (e.g. anti-idling, hybridization)
• Area Source Demonstration Projects (e.g. Lower NOx school boilers, cleaner residential
furnaces)
• Heavy-duty Trucks (e.g. SCR retrofit)
• Energy and Agriculture (e.g. cleaner dairy digester engines, high temperature fuel cells)
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Section 7
Environmental Performance, Planning and
Management
(Response to Recommendations 31-32, 34)
The NEJAC report acknowledges the importance of incorporating environmental considerations in ongoing
decision making and organizational planning. NEJAC advocates for "holistic" plans such as those formulated at
the San Pedro Bay Ports or the Northwestern Ports of Seattle, Tacoma and Vancouver. The report makes
specific recommendations regarding promotion of Environmental Management Systems to improve environmental
performance and encouraging the use of corporate modeling and management tools to measure corporate
environmental footprints. Further, NEJAC advocates funding of pilot programs that use a holistic approach to
environmental justice issues in goods movement communities.
Measuring Environmental Performance
One of the key roles EPA plays is to provide tools to estimate and measure emissions and environmental
performance. These tools are described below.
MQVES2010
In December 2009, EPA's Office of Transportation and Air Quality (OTAQ) released the MOtor Vehicle Emission
Simulator (MOVES2010) emissions model. MOVES2010 is the state-of-the-art upgrade to EPA's modeling tools
for estimating emissions from highway vehicles, based on analysis of millions of emission test results and
considerable advances in the Agency's understanding of vehicle emissions. MOVES2010 estimates volatile
organic compounds (VOCs), nitrogen oxides (NOx), carbon monoxide, direct particulate matter (PM10 and PM2 5)
and other precursors from cars, trucks, buses, and motorcycles. MOVES2010 was developed to replace EPA's
previous emissions model, MOBILE6.2.
MOVES2010 improves upon MOBILE6.2 in several key respects. For example, MOVES2010 is based on a
review of the vast amount of in-use vehicle data collected and analyzed since the release of MOBILE6.2,
including millions of emissions measurements from light-duty vehicles. Analysis of this data has enhanced EPA's
understanding of how on-road mobile sources contribute to emissions inventories, and has also improved the
agency's understanding of the relative effectiveness of various control strategies. MOVES2010 has a database-
centered design that allows users much greater flexibility in organizing input and output data. This structure also
allows EPA to update emissions data incorporated in MOVES2010 more easily. The improvements in
MOVES2010 also allow analysis of emissions at the local scale or project level.
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EPA plans to add a non-highway mobile sources module to a future release of MOVES. In the meantime, EPA's
NONROAD2008a model can be used to estimate emissions from most categories of nonroad equipment used in
freight operations.
SmartWav and NCDC Measurement Tools
The SmartWay Transport Program and its emissions calculators create a market incentive for freight carriers to
improve efficiency, reduce emissions and improve environmental performance. EPA's SmartWay Transport
partners commit to improve their energy efficiency, reduce greenhouse gas emissions and improve air quality.
EPA actively engages with shippers, trucking firms and rail companies to enroll them as partners in the SmartWay
Transport Partnership. Companies that join SmartWay are required to use EPA's FLEET calculator tools to
evaluate the emissions footprint of their freight operations and to set goals for improved performance. At this
time, the SmartWay program is working with over 2700 companies and that number covers more than 459,000
trucks. The SmartWay FLEET calculators have become the industry standard for assessing freight efficiency and
measuring environmental performance.
EPA is committed to understanding the goods movement industry's environmental performance and to exchange
ideas and practices to improve performance. The SmartWay program, like all of the Agency's innovative
programs to improve the movement of freight, works with companies striving to improve their management of
environmental issues and increase profits at the same time. The SmartWay program plans to continue to build on
its foundation by providing a systematic way to review and improve operations for better environmental
performance to help a company move freight more efficiently and streamline operations. SmartWay is exploring a
new supply chain accounting system that includes replacing the initial FLEET Performance models and
developing a new suite of partner calculator tools. These new emissions assessment and tracking tools could
cover a broader range of the goods movement system, and open new partnership opportunities for freight
providers across the supply chain.
In addition to the suite of SmartWay assessment tools like FLEET, another way that EPA makes it easier to
encourage emissions reductions and track progress is through its online Diesel Emissions Quantifier (DEQ).
[See:http://cfpub.epa.gov/quantifier/view/index.cfm]. The DEQ is an interactive tool to help state/local
governments, fleet owners/operators, school districts, municipalities, contractors, port authorities and others
estimate emission reductions and cost effectiveness for clean diesel projects. As a recent addition to the DEQ,
EPA has created a health benefits module, which translates the predicted emission reductions into estimated
health and monetary benefits for the projects.
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Environmental Management Systems (EMS)
Environmental performance of both private and governmental organizations can be significantly improved by
systematically incorporating environmental considerations and decision-making into daily operations and long
term planning. The ability to do so is enhanced by measurement tools that can assess environmental
performance as well as implementation of comprehensive Environmental Management Systems (EMS).
Several years ago, EPA's former Sector Strategies Program worked with the American Association of Port
Authorities (AAPA) and the Global Environment and Technology Foundation (GETF) to develop a training
program to help ports develop EMSs. As a result of this program, many ports developed EMSs, and several are
IS014001 certified (the international standard for EMSs). The tools developed during this program are posted on
http://portcompliance.org/ems.cfm
Clean Ports USA program, under the Office of Transportation and Air Quality, now works closely with the
American Association of Port Authorities (AAPA). One goal of that program is to improve EMS programs at U.S.
ports. EPA's SmartWay Transport Partnership program sets performance standards for major shippers and
freight owners to reduce the impact of shipping goods. EPA has already made substantial progress in
encouraging Leadership in Energy and Environmental Design (LEED)-like programs at ports. For example, as
part of the Puget Sound Clean Cities Coalition, EPA has successfully promoted the application of an Evergreen
Fleets Standard for port-related trucking and drayage fleets and off-road cargo handling equipment. Similarly,
under the 2010-2012 Port Air Quality Plan, EPA has established a broad set of goals for promoting emissions
reductions, through EPA's SmartWay program and by focusing on a supply chain approach. All of these efforts
provide critical support to the broader goals of continued comprehensive environmental improvement.
NEJAC encourages EPA to fund pilot programs using a holistic approach to reducing environmental impacts of
goods movement which would include public participation in EMS planning and EPA funded technical assistance
review of EMS tools used by organizations involved in goods movement in a particular geographic area. While
EPA has limited resources available to address these recommendations, the Environmental Justice Showcase
Community program is using a holistic approach to environmental issues at the community level.
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Section 8
Resources, Incentives and Financing
(Response to Recommendations 35-41)
Funding to clean up the existing diesel fleet comes from a variety of sources; federal, state and private. Although
available funding for diesel retrofits has grown significantly over the past 5 years, it is not enough to fully fund new
technology fleets.
NEJAC recognized the importance of employing private as well as federal resources in funding timely and
comprehensive solutions to goods movement impacts. NEJAC also recommends increased federal funding,
public-partnerships with EPA and other Agencies to provide funding assistance, and the establishment of
innovative financing authorities such as the State Air Quality Finance Authorities which offer low interest loans as
recommended by EPA's Environmental Financial Advisory Board.
The National Clean Diesel Campaign's Regional Clean Diesel Collaboratives provide the primary mechanism for
developing partnerships to mitigate diesel emissions associated with EPA's goods movement. The following
describes resources available for encouraging new technologies and reducing emissions from the in-use fleet of
engines and vehicles.
Diesel Emission Reduction Program Grants and SmartWay Finance Grants
EPA received funding from Congress under the Diesel Emission Reduction provisions (referred to as DERA) in
the Energy Policy Act of 2005 (EPAct 2005) and also under the American Recovery and Reinvestment Act
(ARRA) which provided additional funding for implementing DERA. EPA received a total of $ 470 million for
diesel reductions since 2008. Some of this money is passed directly to the states to implement diesel reduction
programs at the state level. The President's budget for fiscal year 2011 includes a request for an additional $60
million. DERA will need reauthorization for the program to continue beyond 2011 and is generally
oversubscribed. For example, EPA received over $2 billion in requests for approximately $180 million in national
grants under ARRA's allocation for DERA.
National Diesel Emissions Reduction Grants
EPA uses the DERA funds to encourage the accelerated development and deployment of lower emitting
technologies and effective mitigation strategies in the goods movement sector. EPA does this through its national
clean diesel funding assistance program. These grants prioritize projects for funding that benefit areas "that
receive a disproportionate quantity of air pollution from diesel fleets; including truck stops, ports, rail yards,
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terminals and distribution centers". The grant selection process also prioritizes projects developed through
collaborative stakeholder processes.
In 2008 and 2009, over 90 projects were funded through DERA in EJ areas totaling over $120 million. Many of
these projects reduced emissions from goods movement and directly benefit goods movement communities even
14
if the communities are not the direct recipient of the funding . Others reduce pollution in goods movement
communities by addressing emissions from school and transit buses, construction or agricultural equipment, or
municipal fleets. DERA projects often involve public-private partners which significantly leverages federal
funding. These partnerships provide flexible financing options as well as informational outreach and technical
assistance. Appendix C includes a list of projects funded through DERA.
Tribal Diesel Emissions Reduction Grants
EPA ran a special competition designed to respond to the tribes' need for smaller grants with its fiscal year 2009
and 2010 DERA funds. To make grants more accessible to tribes and their smaller fleet needs, EPA reduced the
application minimum to $30,000 for tribal applicants. EPA's extensive outreach to tribes included articles on the
online Tribal Air Newsletter, participation in the EPA Tribal Air Coordinators Conference and participation in
teleconferences with the National Tribal Air Association to encourage tribal applicants. A special Tribal Review
Panel reviewed the tribal grants separately from non-tribal competitive applications. Four tribes will be awarded
funding totaling over $650,000.
Should EPA receive the requested DERA funding for 2011, EPA will consider offering smaller grants for tribes
and solicit applications from not-for-profit community organizations that are eligible under EPAct 2005 to receive
funds.
SmartWav Finance Grants
EPA's SmartWay Finance Program specifically maximizes the deployment of fuel saving and emission reduction
technologies in the market. SmartWay Finance provides funding assistance to create finance programs such as
low-cost leases or revolving loan programs, to achieve significant reductions in diesel emissions. Eligible entities
can work with private lenders to offer financing by using federal grants as seed money to provide better loan rates
or terms. The program encourages banks and lending institutions to provide loans to owner-operators and small
fleet owners to retrofit their equipment or purchase newer, cleaner tractors and trailers at affordable rates, thus
accelerating the turnover rate of trucks and getting older, dirtier equipment off the road faster. The SmartWay
14
According to the statute, not-for profit organizations, such as community organizations, are eligible to receive DERA grants
as long as they either have as their primary purpose the promotion of transportation or air quality or are a not-for-profit
organization that represents groups of fleet owners (i.e. the National School Transportation Association)
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Finance Center helps truck owners, truck stop owners, rail companies and marine companies find financing for
cleaner technology.
Through its SmartWay Finance Program, EPA has entered into several financial agreements with non-profit
entities to initiate low cost loan programs under DERA. To help get the word out, EPA developed the SmartWay
Finance Center web portal to expedite access to commercial loans for trucks and equipment (e.g., one application
provides access to multiple lenders). [See www.smartwavfinancecenter.coml. Examples of projects funded
through the SmartWay Finance Program include:
• $9 million to the Houston-Galveston Area Council for a bridge loan program to support clean drayage
transportation and help the Houston-Galveston-Brazoria region attain the 8-hr ozone standard and reduce
emissions of hazardous air pollutants;
• $2 million for the Louisville/Jefferson Country Metro Government to establish a revolving loan program
that encourages owners of nonroad diesel equipment to replace, repower or retrofit their older diesel
equipment to maximize diesel emission reductions; reduce emissions of PM2.5, ozone precursors and
hazardous air pollutants; and
• $9 million for the Cascade Sierra Solutions revolving loan fund designed to help owner/operators lease-
to-own new, clean, SmartWay certified tractors and trailers with idling reduction technologies and top-
notch aerodynamics
Funding for SmartWay Finance has come from DERA. However, SmartWay is planning to contact FDIC to
explore options for how SmartWay-type loans can help banks qualify for Community Reinvestment Act credit in
hopes of increasing participation from private lenders.
Appendix C lists DERA and ARRA grants, including the tribal and SmartWay finance grants affecting
environmental justice areas.
Funding in Partnership with Other Federal Agencies
EPA has partnered with the Department of Justice to obtain settlements that include Supplemental Environmental
Projects (SEPs) to reduce diesel emissions. EPA has also partnered with the Department of Transportation to
promote the use of Congestion Mitigation and Air Quality (CMAQ) funding to reduce diesel emissions. Much of
EPA's work with other federal and state agencies takes place at the regional level through EPA's regional offices
and Regional Clean Diesel Collaboratives. In addition to promoting SEP and CMAQ funding strategies, EPA's
regional efforts include partnering with agencies to create contract language requiring the use of retrofitted
construction equipment and collaborating with the Department of Energy's Clean Cities program to promote
alternative fuel infrastructure to reduce diesel emissions.
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A few examples of SEP and CMAQ funded projects include:
• $500,000 in CMAQ funding to install 50 truck stop electrification units near Oak Grove, Kentucky, an area
with a high minority, low income population. This equipment allows truck drivers to completely shut down
the truck's engines resulting in an estimated emission reduction of over 1700 tons annually. [See:
www.fhwa.dot.gov/environment/cmaqpgs/safetealu1808/index.htm]
• $1.8 million in CMAQ funding to install soot filters on 235 local buses in Philadelphia, Pennsylvania, an
area with a high minority, low income population. Each bus averages 27,200 miles per year. Emission
reductions are estimated to be 60% for PM. [See:
www.fhwa.dot.gov/environment/cmaqpgs/safetealu1808/index.htm]
• $1.5 million in SEP funding to install idle reduction equipment on switch yard, shorthaul and steelyard
locomotives in an intensely industrial part of Detroit. This is in an area with a high minority, low income
population. In addition, one of the rail yards is adjacent to a public school. Emissions reductions are
estimated to be 29 metric tons of NOx and 1.3 metric tons of PM per year.
• $1.2 million in SEP funding to upgrade the non-regulated engines of a passenger/vehicle ferry with EPA
certified Tier 2 engines. The ferry runs between Long Island, New York and New London, Connecticut an
area with a high minority, low income population. In addition, the ferry company will voluntarily replace
500 ppm sulfur diesel fuel with Ultra Low Sulfur Diesel (ULSD) (15ppm), approximately two years before
this is required by regulation. Emissions reductions are estimated to be 35.5 tons of NOx and 2.8 tons of
PM per year.
EPA will continue to look for opportunities in settlements to obtain agreement on supplemental environmental
projects, such as diesel retrofits, which have the potential to mitigate emissions around goods movement centers.
Because SEPs are part of an enforcement settlement, they must meet certain legal requirements and several
EPA guidelines before they can be approved (e.g. it must not be otherwise legally required, it must provide
measureable reductions, etc.).
EPA would welcome goods movement project ideas from interested parties for inclusion in EPA's list of Project
Ideas for Potential Supplemental Environmental Projects. EPA may use ideas on this list in future enforcement
cases in which a SEP may be considered as part of settlement discussions.
EPA also looks forward to working with DOT and HUD to fund goods movement activities through the Interagency
Partnership for Sustainable Communities.
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Appendix A
NEJAC Goods Movement Recommendations
Community Facilitated Strategies and Collaborative
Governance
(Section 2 Recommendations 1-6)
1. EPA should promote decision-making processes that empower impacted community and tribal
stakeholders through collaborative problem-solving approaches that include:
• implementing a comprehensive outreach strategy by which to deploy the use of community
facilitated strategies in communities where goods movement operations have been identified by
EPA as high priority (see complementary recommendation in section 3.3 ,
• implementing new policies that support community-owned and managed research data within
impacted communities and tribal areas, and include social, economic, cultural, and community
health factors (Regulatory and Enforcement Mechanisms). Such a strategy must be transparent
and accountable. It will also ensure that community stakeholders are included in advisory,
planning, and decision-making,
• Evaluating and updating its EPA public participation approaches related to its effectiveness within
communities affected by goods movement activities. A starting point would be the updated
recommendations put forth by the NEJAC in its Model Plan for Public Participation (1994).
• EPA should encourage other federal agencies to adopt these recommendations.
• Taking the lead in evaluating and validating the "community voice" and promoting a shift towards
community-based approaches to capacity building, funding, and collaborative problem-solving.
2. EPA should ensure that sustainable resources are available to increase the capacity of the community- and
tribal-based organizations to participate in both traditional public participation processes and CFSs from
within impacted communities and tribal territories. Community capacity includes the ability to document
community-driven data collection, produce reports of results, and present evidence in informed manner, with
the assistance of legal, research, and technical experts. Some examples include workshops and trainings
for the CFS participants about related issues. These resources should be monitored to ensure the
sustainability of funding equity and management parity for community and tribal based environmental justice
organizations.
3. EPA should engage environmental justice areas and their locally based organizations to prioritize goods
movement activities and related risks using the community facilitated strategy as a tool to address site-
specific concerns. Human exposures, health effects and care as well as risks to impacted stakeholders'
residential, business, and public properties should be among those priorities and concerns.
4. EPA should support, encourage, and, where appropriate, co-fund collaborative governance processes
relating to goods movement issues at both regional and community levels. Initially, EPA should co-fund
several demonstration projects. EPA should seek commitments by federal and state agencies, regional
organizations, municipalities, goods movement entities, foundations, and others to help fund these
processes and the projects that are agreed upon. However funded or convened, these processes should
assure that all appropriate participants should be included.
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5. EPA should take the lead to get other federal agencies to provide scientific and technical advice to these
processes and to assist in implementing agreements. EPA should encourage all the participating federal,
state and local agencies to coordinate their authorities, technical assistance, and investments
6. EPA should assist in identifying and supporting collaborative governance and consensus programs,
private neutral facilitators, or equivalent experts to assist in process design, support to conveners,
management, and facilitation. There is a network of mostly university-based centers that have
experience both in traditional conflict resolution and in the emerging field of collaborative governance.
These centers, as well as others that may be more conveniently located to the community, could serve as
the neutral forum and provide process management and facilitation.
Health Research Gaps and Educational Needs
(Section 3 Recommendations 7-14)
7. EPA should establish, for the port and rail sectors, a list of the largest ports and rail yards in the United
States, and complete the analysis of demographics near port and rail facilities that was begun in
conjunction with the 2007 Locomotive and Marine Engine Rule. EPA should also undertake an
assessment of the contribution from off-site transportation highways/corridors adjacent to those facilities
(e.g., from trucks transporting goods from a port to a rail yard or distribution center). This will allow EPA
to better understand the goods movement locations where significant environmental justice concerns may
exist, even though community residents may not have raised concerns.
8. EPA should direct each Region to develop a plan to prioritize the most significant goods movement
facilities of potential concern for emissions impacts within each region. The priority list should be based
on emissions estimates from facilities and off-site transportation emissions, relative size of the facility,
anticipated growth, proximity to disadvantaged communities, cumulative impacts, community concerns,
and other relevant factors. Additionally, these priority lists should utilize information that already is
available, such as emissions inventories, HRAs, action plans that have been developed to reduce
emissions, air monitoring results, and scientific research results.
9. For those priority facilities (outlined in 8 see section "Environmental Performance, Planning"), EPA should
provide funding and technical guidance to state or local air agencies to conduct localized monitoring for
toxic air pollutants in close proximity to the top priority goods movement hubs and corridors, with results
available to the public.
10. EPA should conduct and/or fund additional research studies, including:
• Studies of exposure assessment, emission characteristics of both on-site and off-site
sources, and source apportionment studies of emissions from goods movement facilities,
including research on coarse, fine and ultrafine particles
• Toxicologic studies (e.g., animal and biomarker studies and assays);
• Epidemiologic studies of health effects of residents or school children in communities impacted by
goods movement.
• Cumulative impacts studies. As guidance in facilitating research and studies, EPA should review
the list of research gaps in the HEI Report on the health effects of traffic-related air pollution.
EPA should consider developing a three-way funding partnership with NIH (NIEHS) and DOT
(FHWA, FRA, and FAA) to fund research on exposure assessment, toxicologic, and
epidemiologic studies related to exposure to emissions from the goods movement industry. The
partnerships should include community-driven research and participation, including outreach and
education.
11. EPA should revisit its health assessment of diesel exhaust emissions [1] as the Agency indicated it would
do when it issued its assessment document in May 2002. Considering research that has occurred in the
interim, and evaluating the need for further research, EPA should conduct a review of the current status
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of diesel risk characterization and the current scientific studies on diesel exhaust exposure and its links to
cancer in order to determine if the Agency should reconsider adopting a unit risk value for diesel exhaust.
In its scientific review, EPA should consider other health outcomes from exposure to diesel emissions,
such as cardiovascular and respiratory illnesses.
12. EPA should consider advocating that health impact assessments (HIA) or similar analytical assessments
be conducted for major new or expanding goods movement facilities and transportation projects/corridors
that are covered under NEPA. Some EPA regional offices are already requesting that ports and freeway
expansion projects conduct such HIAs, which are comprehensive health analyses of proposed
infrastructure projects that evaluate air pollution, noise, impacts on access to parks, and other broad
health related issues.
13. EPA should develop a national communications plan to reach elected officials, urban planners,
transportation officials and community members with information about the emissions from, and health
impacts of, goods movement activities, using the same techniques the Agency has used in its
SmartGrowth activities. Such a campaign should include fact sheets on each goods movement sector, in
a number of languages, that summarizes concerns about emissions and health effects research findings.
The information should be readily accessible on the EPA national and regional websites.
14. EPA should develop a special funding stream for environmental justice community grants focused on
goods movement communities, to include community-based participatory research related to health
impacts.
Regulatory and Enforcement Mechanisms
(Section 4 Recommendations 15-21)
15. EPA should ensure effective, early control requirements on international ships and aircraft. On the marine
side, EPA should work with neighboring countries to achieve IMO approval of a North American Emission
Control Area (ECA) to accelerate deployment of new IMO standards for cleaner ships and fuels. EPA
should work with FAA to introduce stringent proposals to the International Civil Aviation Organization for
aircraft engines with lower NOx and PM emissions, as well as cleaner jet fuels. Concurrently, EPA should
publicly evaluate the potential benefits, costs, and impacts of pursuing new national regulations requiring
advanced control technology and cleaner fuels for both U.S. and foreign-flagged ships operating in U.S.
waters, and aircraft serving U.S. airports.
16. Significantly accelerate modernization of the existing diesel fleet used to transport freight. EPA should
fully use its programmatic authorities to achieve additional, earlier reductions from existing goods
movement sources. EPA should also encourage its federal partners to support these efforts through
incentives and other mechanisms. EPA's actions should include, but not be limited to:
• Requiring or updating engine rebuild standards for all existing engines under its authority;
• Using all available means to encourage engine and equipment manufacturers to accelerate the
development and production of the cleanest engines in advance of regulatory deadlines sources;
and
• Evaluating and assessing operational opportunities to reduce in-use emissions, such as adopting
a national, time-limited idling standard for all engines under its jurisdiction. (See Financing
section for complementary incentives element)
17. EPA should facilitate state and local initiatives that go beyond federal requirements to cut community and
regional pollution. EPA's role should include:
• Providing technical assistance to states that want to adopt and enforce in-use emission standards
to accelerate fleet modernization, as allowed by federal and state law
• Issuing timely waivers for stricter California vehicle and fuel emission standards to benefit all
states wishing to "opt-in" to those standards
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• Supporting expansion of state/local operational restrictions, including but not limited to, idling
limits and designated truck routes, with information about successful programs that could serve
as models
• Using federal leverage (via project approval authority and funding capability) to aid state/local
efforts on legal agreements with industry to accelerate progress (early availability of cleaner
engines depends on recommendation 16 above.)
18. Establish quantitative goals to reduce emissions and exposure from existing, major freight facilities and
plans to achieve those goals. EPA, in consultation with states and communities, should identify sites of
concern and establish priorities among them. EPA should employ available planning mechanisms to set
such goals, either by identifying national targets or assisting local or state efforts. EPA and other federal
agencies should encourage ports, marine terminal operators, railroads, airports, and transportation
agencies, etc., to develop freight facility air quality plans in a public process with: quantitative reduction
goals, commitments for action to achieve those goals based on voluntary initiatives with public agency
involvement, enforceable agreements, the facility's legal authorities, and/or incentives; and periodic public
reporting on progress. With this mechanism, EPA and partner agencies can offer assurances to
environmental justice communities regarding the magnitude and pace of emission reductions from high
priority freight facilities. In nonattainment areas, EPA should back these goals with enforceable SIP
commitments for future federal actions to reduce emissions from goods movement sources for timely
attainment.
19. Mitigate localized air impacts from expanding existing freight facilities or siting new ones. If full mitigation
is not feasible, EPA should establish policies and guidance to assure that new and expanded
infrastructure and/or facility projects will achieve the highest technically feasible air levels and be
mitigated to the extent acceptable to impacted neighborhoods. As part of the guidance, EPA should
outline a process based on the principles and recommendations in Section 3.1 (Effective Community
Engagement) of this report. To accomplish this, EPA should work with DOT agencies to require more
effective general and transportation conformity programs to ensure that affected projects cannot simply
use the expected reductions from other sectors to subsidize growth in operations. In communities
already impacted by high pollution levels from freight facilities, expansion and new facilities should not be
considered unless the project and its mitigation measures can be designed to at least "do no harm" to the
localized area, as well as the region.
20. Expand enforcement. EPA should increase its enforcement efforts, in coordination with state/local
authorities, by deploying more field inspection teams to focus on sources operating at goods movement
facilities and within nearby communities. EPA should also target violation penalties to help fund fleet
modernization by directing enforcement fines toward diesel clean up projects in environmental justice
areas.
21. EPA should vigorously implement and enforce on-time implementation of all current mobile fleet clean fuel
and emission reduction regulations.
Land Use Planning and Environmental Review
(Section 5 Recommendations 22-27)
22. EPA should ensure that its staff is familiar with, conversant about, and engaged on local and regional
goods movement issues. Specific steps should include conducting site visits of selected goods
movement environmental justice communities to view land uses where significant emissions sources are
located near sensitive receptors, so that EPA is as familiar with the goods movement issue as it is with
TRI emitters and Superfund sites. By meeting with community leaders and residents, as well as with
state and local air pollution regulators, goods movement industry representatives and authorities (port, rail
and trucking industry, and distribution center developers), and scientific experts on the health impacts of
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air pollution, EPA will have a solid basis for moving forward on several fronts. Also, EPA will have
established a basis that includes guidance for addressing the relationship between land use and air
quality to protect public health and inform future land use with consideration of cumulative impacts.
23. EPA should develop national guidance for addressing land use decisions and air quality with regard to
separating sensitive receptors from mobile source air pollution generated by goods movement facilities,
including highways, ports, rail yards, and distribution/transload centers. For this guidance, EPA could use
as background the work done by the HEI reviewing research findings and guidance on suggested buffers
developed by the California Air Resources Board (CARB), while recognizing that each goods movement
facility has different operational dynamics, and the location and population density of nearby residents
can vary widely. EPA already has a document on land use activities and air quality, but it does not
mention goods movement nor the scientific studies about health effects in close proximity to traffic-related
pollution, so it needs updating. As a reference, CARB has recommended not siting "new sensitive land
uses such as homes, schools, daycare centers, playgrounds or medical facilities near goods movement
facilities." Its recommendations included avoiding the "siting of sensitive land uses within 500 feet of a
freeway; 1000 feet of a distribution center or a service/maintenance rail yard; and immediately downwind
of ports in the most heavily impacted areas." In addition, for "facilities within one mile of a rail yard,"
CARB recommended that consideration be given to "possible siting limitations and mitigation
approaches." This guidance should include some consideration of site-specific factors and be widely
disseminated to the transportation and logistics industry, planning officials, school administrators and
boards, real estate developers and others.
24. EPA should develop and publicize a "best practices" clearinghouse, describing successful methods of
reducing diesel emissions in each goods movement sector as well as successful methods of engaging
communities in that process, including copies of NEPA letters that EPA has developed on goods
movement issues. With such information readily accessible, community residents, industry, port and
transportation officials will not have to "start from scratch" in researching successful mitigation measures
and alternative technologies that they might want to consider when considering land uses.
25. EPA should make publicly available staff comments on NEPA environmental reviews for port, rail or
highway facilities and part of the Goods Movement Clearinghouse as referenced in recommendation 24.
EPA should post such comments on each Region's website, with a link to these comments from the
Region's EJ page. In this regard, EPA should also consider whether a review or possible update of EPA's
11-year old Final Guidance for Incorporating Environmental Justice Concerns in EPA's NEPA Compliance
Analyses is needed to address concerns about environmental justice from mobile source air pollution at
goods movement facilities.
26. EPA should continue to work with the DOT to update its FHWA guidance to state DOT agencies about
methods for quantitatively analyzing mobile source air toxics (MSAT) for new/expanding transportation
infrastructure projects, as well as with other DOT agencies (FRA, FAA) for similar guidance on
new/expanding rail facilities and airports), including the need to consider the body of data showing health
effects in close proximity to traffic-related pollution. This strategy should include developing educational
materials on other health-related topics to help the public understand how transportation and land use
decisions relate to near roadway health impacts, quality of life issues, and physical activity limitations.
Providing this information will make the public better equipped to provide meaningful input during the
public participation process.
27. EPA should conduct an analysis of its legal authorities to influence land use decisions on the siting of new
or expanded goods movement activities and facilities, including highways.
59
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Technology
(Section 6 Recommendations 28-30)
28. EPA should expand the amount of credit allowed in SIPs that drive states to offer economic and other
incentives to reduce existing equipment emissions through accelerated deployment of cleaner
technologies. Such programs must include enforceable provisions that provide certainty to impacted
communities that those emissions benefits will be achieved. This guidance should encourage the
development of programs which offer sufficient incentives that encourage equipment owners to pick up a
substantial portion of costs in order to extend the life of an existing piece of equipment with lower emitting
technologies. This guidance also should encourage the adoption of technologies and methodologies
expediting vehicle, container, and other product movement through goods movement facilities.
29. EPA should establish, within a national clearinghouse, information about goods movement emissions
reduction technologies, techniques, and best practices. EPA's guidance development for best practice
mitigations should be incorporated into all new goods movement facility and corridor projects. These
practices should help land use planners, infrastructure developers, and others identify the cleanest
available technologies appropriate to the specific nature of a given goods movement development. EPA
should make such a clearinghouse available to affected communities to inform and empower local
communities to address projects under review for mitigation.
30. EPA should use its own research and development resources, as well as partner with other federal
partners and other stakeholders, to develop and accelerate the commercialization of innovative
technologies that will benefit communities impacted by goods movement activities.
Environmental Performance, Planning and Management
(Section 7 Recommendations 31 -34)
31. EPA should, through its SmartWay and other programs, encourage shippers, trucking firms, and railroad
companies to use corporate modeling and management tools like the FLEET model and EMSs to
measure their environmental footprints. EPA should continue to develop additional tools and models and
encourage the use of EMSs for other segments of the goods movement system, including ocean-going
carriers, air carriers, major developers of distribution centers, state transportation departments, and
municipal planning organizations. EPA's involvement in training can help encourage both the
development of EMS for general environmental improvement as well as specific guidance on including
environmental justice concerns in the EMS planning process. Through the trainings, EPA should
encourage public participation in public entity EMS planning (both initially and as part of the periodic
review process where results are publicly reported and the plan modified as needed) and encourage
integration of relevant portions of private sector EMS or other tools where the private sector entities are
willing to do so.
32. EPA should provide technical assistance funding to review environmental management practices of
organizations involved in goods movement in geographic areas with environmental justice concerns.
Coordinated reviews could help identify potential synergies or conflicts between various management
approaches, which could serve as part of the "check" process of continuous environmental improvement.
33. EPA should develop and provide educational material, programs, and funding to organizations which
could help develop a more comprehensive approach to emission reductions due to their areas of
authority. In particular, municipal and regional planning organizations and transportation departments
have relevant responsibilities but may lack training and awareness of environmental justice impacts of
60
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goods movement facilities. This effort should include both information targeted at senior management
and elected officials as well as expansion of the technical guidance that EPA has developed relevant to
assessment and reduction of environmental justice impacts of certain goods movement industry sectors
so that it is relevant to more goods movement industries and participants.
34. EPA should encourage the funding of pilot projects, which utilize a holistic approach and the reduction of
environmental justice impacts from goods movement in specific geographic areas._EPA's involvement in
this effort should also encourage public participation in EMS planning (both initially and as part of the
periodic review process where results are publicly reported and the plan modified as needed). EPA
should allow funding of these kinds of holistic environmental justice impact reduction plans for goods
movement as Supplemental Environmental Projects for settlement of enforcement actions. Where EPA
funding is not available, EPA should encourage other federal, state, and local governments as well as
private entities to fund such projects.
Resources, Incentives and Financing
(Section 8 Recommendations 35-41)
35. EPA, in partnership with other federal agencies, should propose increased funding for programs that
encourage the accelerated development and deployment of lower emitting technologies and effective
mitigation strategies into the goods movement sector. EPA should prioritize use of National Clean Diesel
Campaign funding to improve the air quality within goods movement impacted communities by promoting
the deployment of cleaner technology using certified and verified technologies. EPA should provide
factual information about the national cost to modernize the entire goods movement fleet, the health and
economic benefits of accelerating that modernization, and the possible mechanisms to help incentivize
that effort.
36. EPA should seek full funding for the Diesel Emission Reduction Act of 2005 at the full authorized level,
with monies directed to areas with high health impacts from goods movement activities. EPA, in its
prioritization of grant awards, should ensure that these funds and the allocation formula used for these
funds is based on reducing risk in environmental justice communities impacted by goods movement
activities. EPA should work with Congress, DOT, and other federal agencies related to goods movement
activities, to ensure that any new fees considered for cargo or freight infrastructure include funding to
reduce emissions and health risk.
37. EPA should seek joint innovative financing strategies with other federal agencies, non-profit
organizations, and private industries. These financing strategies should encourage public-private
partnerships that provide flexible financing options as well as informational outreach and technical
assistance. Key stakeholders to include in such partnerships are: other federal agencies; state and local
governments/agencies; business and finance partners, including non-profit lenders; and community
environmental justice and other organizations.
38. EPA should seek to create incentives for facilities and participants in potential public-private partnerships.
Incentives should be both financial and compliance-based and include community involvement in
determining where funds are to be used for mitigation in these communities. Banks should be
encouraged to provide loans that target and alleviate the negative impact of goods movement. Banks
should receive Community Reinvestment Act credit for the transactions.
39. EPA, in partnership with other federal agencies, should encourage the funding of projects to clean up the
legacy diesel fleet and mitigate impacts on communities. Such incentives include but are not limited to:
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• Publicize emissions mitigation from goods movement as a qualifying Supplemental
Environmental Project (SEP) if proposed by regulated sources to settle environmental violations
near environmental justice communities;
• Leverage DOT Congestion Mitigation and Air Quality funding for cost-effective air quality projects
that directly reduce emissions from diesel vehicles and equipment, and push for set asides from
other federal funding for infrastructure;
40. EPA, having already endorsed the recommendations of the Environmental Financial Advisory Board
(EFAB) report to establish State Air Quality Finance Authorities that would assist owners of small fleets of
diesels and of small goods movement related businesses to receive low cost financing, should work with
States and Congress to implement these recommendations.
• EPA and DOT should agree to set aside a significant portion of DOTs allocation of Private Activity
Bond authority for projects related to goods movement emissions mitigation.
41. EPA should support access to financing programs (such as loans or loan guarantees) for entities that
may have to comply with future federal or state emissions regulations.
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Appendix B
2010-2012 Ports Air Quality Plan
Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
Theme: Taking Action on Climate Change and Improving Air Quality: Marine Port and Freight Focus on Diesel Emissions Reduction Grants, Innovative Funding and New Technologies Actions
1. Utilize existing EPA
programs, such as the
Regional Diesel
Collaboratives and Diesel
Emissions Reduction
Program grants, to promote
emission reductions from
marine ports and in the supply
chain.
OTAQ. Rl.
R2, R3, R4,
R5, R6, R7,
R9. R10
For port and freight-related DERA
National Clean Diesel Funding
Assistance grants: Administer and
close out FY2008 grants; administer
and close out ARRA grants; award,
administer and close out 2009 - 2010
grant awards; administer
competitions, award and administer
2011 grant awards.
For port and freight-related DERA
grants: FY08 and ARRA grants
underway typically with 2 year project
period; FY09/10 RFP closed Dec 8.
2009. and evaluations expected by Feb
2010; Awards expected by April 2010;
ongoing project monitoring and
oversight including quarterly and final
reports from grant recipients.
Start: Dec 2009
End: Dec 2012
Number of grants and
cooperative agreements,
number of engines affected,
gallons fuel saved, emissions
tons reduced based on
quarterly grant reports and/or
DEQ estimates; Reports to
Congress.
Assumes FY2010 levels of
funding continue for DERA
grants and that supply-chain
related sources will continue to
compete successfully for
funding.
1
OTAQ. Rl.
R2. R3. R4.
R5. R6. R9.
R10
Foster creation of clean diesel marine
and freight projects through EPA's
State and National Clean Diesel
funding programs.
Include ports sector as priority in the
2009/2010 Request for Proposals,
regional priorities section.
Oct 2009:
National RFP
issued and
includes ports
(marine engines,
dray trucks, urban
areas) as regional
priority. Dec
2010: State work
plans submitted.
Consider for FY11
funding cycle.
Port and marine priorities
listed in RFP; Number of
quality proposals received
from port authorities, states
and other eligible entities to
reduce emissions from marine
vessels and other equipment
operating at or near ports.
Assumes FY2010 levels of
funding continue for DERA
grants and that supply-chain
related sources will continue
to compete successfully for
funding.
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
2. Work with port authorities
and fleets to educate them and
to achieve emissions
reductions.
OTAQ. Rl.
R2, R3, R4,
R5, R6, R7,
R9. RIO
Educate stakeholders on clean diesel
activities to enable diesel emissions
reductions and grant applications;
foster partnerships between eligible
applicants and fleets; develop port-
and marine-specific communication
materials; hold port- and goods
movement-related working groups and
conference calls
Update Clean Ports USA brochure, case
studies and web site. Update SmartWay
web site, sector workgroup calls and
meetings for NEDC. SEDC. MCDI. and
WCC
Brochure and Web
site: Start: Jan
2010. End: Aug
2010. Other
calls and meetings
ongoing.
Calls completed, number of
presentations, communication
materials used, hits on web
sites, number of projects and
amounts applied for and
awarded.
Assumes FY2010 levels of
travel resources for outreach
efforts.
2
OTAQ
Clean Ports USA to participate in
AAPA's Harbors Navigation and
Environment committee meetings to
promote EPA programs and air
emissions reductions in the
transportation supply chain.
Provide updates to working groups and
participate in Air Quality working group,
attend/speak at AAPA seminar. May
2010 in Savannah. GA. and 2011 TBD.
May 2010. bi-
annual meetings
Attend meeting, provide
presentation, continue to
foster partnerships.
Assumes FY2010 travel
resources for outreach efforts
continue
2
OTAQ. Rl.
R2. R3. R4
Consider options to bring the Faster
Freight Cleaner Air Conference series
or similar freight conferences to the
East Coast by end of 2012.
Conference focuses on solutions and
resources to improve operations and
reduce emissions from the goods
movement industry. Finding and
implementing solutions to the many
externalities of our nation's goods
movement systems are tasks of
paramount importance, as is ensuring
that our ports operate effectively and
safely.
Develop options, agenda, solicit
speakers, promote conference, attend
conference.
Ongoing
discussion of
conference in
Baltimore, date
TBD.
FFCA is an important venue
for industry, community,
labor and government
agencies to discuss common
ground and learn more about
the technologies, programs
and policies that facilitate the
efficient movement of cargo
while reducing the
environmental impacts of this
crucial economic activity.
Assumes contract and travel
resources
64
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
2
R2, R3
Promoting anti-idling from trucks and
locomotives. Promoting truck-stop
electrification, especially along the PA
turnpike, 1-81 and 1-95 corridors.
Quarterly reports.
Ongoing
EPA grants for truck-stop
electrification and other
outreach work.
2
R3
Coordinating with Regional Planning
organizations (e.g., Delaware Valley
Regional Planning Commission) and
interstate transportation planning
groups to connect SmartWay and
other EPA port-trucking-rail
intermodal resources in with regional
groups.
Quarterly meetings/calls.
Ongoing
Number of SmartWay
partners and use of EPA
tools.
2
R4
Visit 5 key ports in Region 4 and
discuss clean air strategies.
Port visits.
Start: Feb 2010
End: Dec 2011
Number of ports visited.
Assumes travel resources for
meetings.
2
R5
Encourage states, municipalities, and
nonprofit partners to involve Great
Lakes port drayage and carrier
operations as a part of air quality
planning. Additionally, encourage our
partners to include drayage equipment
and carriers who service Great Lakes
ports in their clean diesel projects.
1) Organize or locate meetings where
SmartWay Transport Partnership can be
promoted to port tenants and operators
2) Explain how SmartWay can reduce
fuel use and emissions
3) Follow-up with interested operators,
hand-off to OTAQ for partnership.
Ongoing
MCDI will present marine
supply chain issues (when
applicable) concurrently with
the SmartWay Transport
Partnership.
65
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
2
OTAQ. OIA,
R9, RIO
Develop a substantive Pacific Rim
Ports Partnership with Taiwanese
ports. Environmental Protection
Cooperation Agreement 2010
Implementation Activities for ports air
quality will be agreed upon in 1 st
quarter 2010.
Present EPA programs and CA ports
case studies; Training; Solicit speakers,
promote and attend conferences.
OIA-R9-Taiwan
EPA information
sharing meetings
held Nov 9-10."
2009. 1st quarter
2010; plans with
Clean Air Asia
meetings in Aug
2010. "
International ports
informational sharing.
Assumes travel resources.
2
RIO. R9
Coordinate with WCC partners to
implement a Goods Movement Sector
Workgroup combining the current
Ports/Marine, Trucking, and Rail
Sector Workgroups.
First goods movement conference call
planned for may 2010 and continued
periodically.
Goods movement
conference call
planned for spring
2010.
Goods movement conference
calls and meetings.
3. Expand verified and
certified engine, vehicle, and
equipment configurations
available to reduce air
emissions from port- and
marine-related sources.
OTAQ
Encourage manufacturers to develop,
verify, test and deploy technologies to
achieve significant reductions of
harmful diesel emissions in the
transportation supply chain.
Hold bi-annual meetings with MECA
participate in conferences to promote
verified technologies.
On-going
Number of technologies listed
on EPA's Verified
Technology List and
SmartWay Idle Reduction
List for marine port and
supply chain related sources.
4. Expand Emerging
Technologies available to
reduce air emissions from
port- and marine-related
sources.
OTAQ
Encourage manufacturers to develop,
verify, test and deploy emerging
technologies to achieve significant
reductions for harmful diesel
emissions in the transportation supply
chain.
Hold bi-annual meetings with MECA
participate in conferences to promote
verified technologies.
On-going
Number of technologies listed
on EPA's Emerging
Technology List for ports and
marine-related sources.
66
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
4
OTAQ. OIA,
R2
Develop series hydraulic hybrid cargo
handling yard hostler at Port of New
York and New Jersey to reduce air
emissions and improve fuel economy
Develop technology. Conduct
performance, emissions and fuel
economy testing, put into commercial
service for test period
Start: 2007
End: Dec 2010
Tons PM and NOx reduced,
fuel saved, other performance
measures.
4
OTAQ. R9
With OTAQ support. Region 9 leads
the 2009/2010 CA CleanAir
Technology Initiative/Forum to
advance technologies.
The technology initiative consists of a
total of 12 teams, including 3
permanent teams. The Research
Coordination Council (RCC)
members are senior managers of the
respective organizations. The Liaisons
directly report to the RCC members
and represent them in most decisions
made by the Initiative. The Work
Group consists of technical staff in the
partner organizations and they carry
out most of the work of the initiative.
Relevant Technology Focus Teams:
Locomotive Controls; Fuel Cell
Applications; Off-Road Vehicles and
Equipment; Electric Vehicles. The
South Coast and San Joaquin Districts
agreed to develop work plans to
reduce criteria, greenhouse gas. and
toxic emissions from major source
categories using advanced and
emerging technologies. The work
plans will focus on the San Pedro Bay
Ports and the Wilmington area and the
Southern San Joaquin Valley.
Liaison meetings and plans.
Liaison meeting
(55 attendees)
Dec 1 - 2. 2009.
Clean Technology
Initiative: Region
9 hosted a meeting
at LIC Irvine with
representatives
from EPA
Headquarters
(OTAQ. OAQPS.
OPAR and ORD).
the California Air
Resources Board.
California Energy
Commission.
South Coast Air
Quality
Management
District, and San
Joaquin Air
Pollution Control
District. We will
meet again early
2010 to further
develop plans.
Number of emerging
technologies featured.
Assumes FY2010 resources
but the more funds available
the more technologies can be
developed.
67
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
5. Start at least three Clean
Diesel Emerging Technology
Grant projects each year
between 2010 and 2012,
demonstrating emission
reduction technologies of
strategically high value on
equipment used at ports or to
carry freight to and from
ports, including maritime
shipping, and intermodal
transport modes.
OTAQ
For port and freight-related DERA
Clean Diesel Emerging Technology
grants: administer and close out
FY2008 grants; administer and
closeout ARRA grants; award,
administer and close out 2009 - 2010
grant awards; administer
competitions, award and administer
2011 grant awards.
For port and freight-related DERA
grants: FY08 and ARRA grants
underway typically with 2 year project
period, FY09/10 RFP closed Dec 8,
2009, and evaluations expected by Feb
2010; Awards expected by April 2010;
ongoing project monitoring and
oversight including quarterly and final
reports from grant recipients.
Start: Dec 2009
End: Dec 2012
Number of grants and
cooperative agreements,
number of engines affected,
gallons fuel saved, emissions
tons reduced based on
quarterly grant reports and/or
DEQ estimates; Reports to
Congress.
Assumes FY2010 levels
continue for DERA grants
and that marine port and
supply-chain related sources
will continue to compete
successfully for funding.
5
OTAQ. Rl.
R2, R3, R4,
R5, R6, R9
R10
Promote availability of DERA Clean
Diesel Emerging Technology program
opportunities to port and freight
stakeholders
Regional collaborative communication
mechanisms (workgroup calls, partner
meetings, emails, web sites, press
releases)
Ongoing
Press events, number of calls,
meetings, NCDC Flelpline
calls, and outreach materials
68
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
5
R3
Support Pittsburgh Towboat Repower
DERA ARRA 2009 grant
DERA Emerging technology grant will
fund re-power a Pittsburgh based
towboat. Champion Coal, operated by
CONSOL Energy in the Pittsburgh area,
which includes Allegheny County, in
order to field test an engine upgrade kit
developed by Caterpillar that was
developed to satisfy the EPA's Tier 2
emission standards for class 2 marine
engines.
Start: FY09 End:
December 2012
Press events and outreach
69
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
5
R9
R9 conducts regular outreach to port-
related engine manufacturers to
encourage their technology be
advanced by applying for DERA
emerging technologies funding.
Region 9 Air staff is on the CAAP
Technology Advancement Program
Advisory Committee which advances
new technologies to meet the control
measures in the CAAP. An example
of the proposals the TAP reviewed
are: EcoEnergy Solutions (Emulsified
Biodiesel); Electric Yard Hostler;
ENRJ International Group (OGV
Boiler Emission Control);
BP/Krystallon (Sea Water Scrubber);
ROTEC (Low Emission Diesel
Engine Retrofit); AutoCar (LNG
Drayage Truck); terminal Eco-Cranes;
Johnson Matthey SCRT Demo;
Crowley Marine LNG Tug; LUtra
Regen Power System for RTG
Cranes; RefExhTM Diesel Particulate
Control Technology; Space Efficient
Hybrid Collector; AMECS (OGV
hood); APL Singapore water
emulsification and slide valves; Foss
Hybrid Tug Boat; and Pacific Harbor
Lines DPF.
TAP meetings and TAP proposal review.
Start: 2009
End: Dec 2012
Participation in calls and
conferences.
5
R9, RIO
Support PSCAA agency in two
existing emerging technology
projects: the DERA 2008 Emission
LTpgrade to the Fishing Vessel Fierce
Allegiance and the DERA ARRA
2009 Foss Marine Retrofit Project.
Press Event for Washington ARRA
projects.
Start: Dec 2009
End: Dec 2011
Completed Press Event.
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
6. Establish SmartWay
Finance and other innovative
financing programs (e.g.,
state low-interest loan funds,
SBA programs) to provide
funding incentives or access
to funds to facilitate
vehicle/engine upgrade or
replacement ahead of
compliance dates.
OTAQ
For port and freight-related DERA
SmartWay Financing grants:
administer and close out FY2008
grants; administer and close out
ARRA grants; award, administer and
close out 2009 - 2010 grant awards;
administer competitions, award and
administer 2011 grant awards.
For port and freight-related DERA
grants: FY08 and ARRA grants
underway typically with 2 year project
period, FY09/10 RFP closed December
8, 2009 and awards expected by April
2010; ongoing project monitoring and
oversight including quarterly and final
reports from grant recipients.
Start: Dec 2009
End: Dec 2011
Number of grants and
cooperative agreements,
number of loans made,
number of engines affected,
gallons fuel saved, emissions
tons reduced based on
quarterly grant reports and/or
DEQ estimates; Reports to
Congress.
Assumes FY2010 levels
continue for DERA grants
and that marine port and
supply-chain related sources
will continue to compete
successfully for funding.
6
OTAQ. Rl.
R2, R3, R4,
R5, R6, R9,
RIO
Promote awareness of SmartWay
Finance program opportunities to port
and freight stakeholders.
Regional collaborative communication
mechanisms (workgroup calls, partner
meetings, emails, web sites).
Ongoing
Number of calls, meetings,
NCDC Flelpline calls, and
outreach materials.
71
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
6
R5
Encourage states to create innovative
financing programs, and where
adopted, allow drayage equipment and
other port-related equipment to be
eligible for those funds.
1) Encourage states to include marine
options as eligible activities for state
allocation money
2) If innovative financing becomes
available in the region, communicate the
opportunity to the marine sector.
Ongoing
MCD1 will promote inclusion
of innovative financing
options for drayage and other
port related equipment.
6
RIO
Support Cascade Sierra Solutions in
implementation of Ports Activities in
new outreach center at the Port of
Seattle and servicing the Port of
Tacoma. Support efforts of Cascade
Sierra Solutions in implementing its
$9 million Revolving Loan Fund
Grant.
Press Event for Washington ARRA
projects in December 2009, possible
additional outreach opportunities
December 2009
Completed Press Event,
additional outreach TBD
72
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
Theme: Taking Action on Climate Change and Improving Air Quality: Goods Movement Actions
7. Develop a transportation
supply chain approach to
reducing air pollution from
freight movement that
recognizes the critical role the
ports play in goods movement
and allows shippers to choose
cleaner methods to move
goods for criteria pollutants
and GHGs.
OTAQ. Rl.
R2, R3, R4,
R5, R6, R7,
R9. RIO
Utilize existing EPA programs, such
as the SmartWay program, to promote
emission reductions in the supply
chain.
SmartWay enhances existing program to
cover more modes across global supply
chain
Ongoing
number of SmartWay
partners, fuel saved, emission
tons reduced
Assumes FY10 levels of
funding
7
OTAQ. Rl.
R2. R3. R4.
R5. R6. R9
RIO
Extend the SmartWay Partnership
Program to drayage carriers to
incentivize the purchase and operation
of cleaner drayage trucks
Pilot program in Houston then roll-out
nationwide
Jan. 2010: Pilot
program
completed.
Nationwide rollout
ongoing.
number of SmartWay
partners, emission tons
reduced
73
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
Theme: Taking Action on Climate Change and Improving Air Quality: Measuring Progress - Through Emissions and Cost-effectiveness Calculations
8. Develop supply chain
emissions accounting tools to
help shippers & carriers
quantify the environmental
footprint of goods movement
& establish corporate
improvement goals for
emissions performance.
OTAQ
Utilize existing EPA programs, such
as the SmartWay program, to provide
tools that assess and track emission
reductions in the supply chain.
Roll out new SmartWay emissions
accounting assessment and tracking
tools. Beta test with new user groups.
Develop user guides for each of the new
tools. Provide internal and external
training for the new tools. Peer review
the models.
Complete phase 1
modal tools in
2010, along with
all user guidance
documents, peer
review, web
publishing.
Stakeholder
education and
training ongoing.
Phase 1 tools completed.
Technical guidance
documents for Phase I tools
completed. Materials posted
on web.
Contract dollars to complete
project
OTAQ
Develop Diesel Emissions Quantifier
(DEQ) sections for marine
applications and continue to develop
capabilities for other port-related
emissions calculations.
Test and launch Marine calculations;
update health benefits calculation; update
C02 emission factors for marine and
locomotive to reflect better data about
engine repowers and replacements;
periodic model updates
Start: November
2008, Marine
module deployed
March 2009,
marine engine
defaults updated
February 2010;
health benefits
calculation
compiled:
September 2009;
model
maintenance
ongoing through
December 2012
Model complete and posted
on website; upgrades on-
going; web interface
improvements April 2010.
Assumes contract funds for
C02 Emission Factor update.
74
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
8
OTAQ. R1
Develop and deploy SmartWay
Drayage Truck calculator.
Calculator developed, pilot test with
stakeholders
Calculator
deployed First
quarter 2010
Partner announcement,
acceptance of calculator by
drayage truck firms, terminal
operators and port authorities.
Assumes contract funds for
C02 Emission Factor update.
8
OTAQ
Support partners using modeling tools
via NCDC Helpline.
Calls/emails usually answered within 1
business day. Monthly reports of
stakeholders assisted
Ongoing
Numbers of stakeholders
assisted with DEQ and other
modeling tools.
8
OTAQ. Rl.
R2, R3, R4,
R5, R6, R9,
RIO
Promote tools and participate in
webinars to train stakeholders about
modeling developments.
Communication materials via email and
websites posted; training webinars held;
on-going assistance via NCDC and
SmartWay Helplines.
Ongoing
Number of stakeholders who
participate in webinar or web
hits on posted webinar.
number of contacts assisted
via NCDC or SmartWay
Helplines on EPA tools.
8
Rl. R2. R3.
R9, and RIO
When the new SmartWay carbon
accounting and tracking tools are
complete, the NEDC and WCC will
roll out to its partnership via pertinent
sector workgroups and face-to-face
meetings.
Discuss SmartWay new carbon
emissions tools status at May 2010 WCC
Partners Meeting; Discuss at 2010
NEDC Ports Workgroup call
May 2010
Partners meeting.
75
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
Theme: Taking Action on Climate Change and Improving Air Quality: General Collaborations and Communication
9. Support port
agencies, state and
local governments,
and fleets in the
development of their
additional specific air
emissions reductions
goals
OTAQ. Rl. R2, R3,
R4, R5, R6, R7, R8.
R9. RIO
Support state and local agencies in
their work to reduce diesel emissions
from port sources.
For states that choose to use State Clean
Diesel grants for this purpose, award and
monitor grants.
Ongoing
Quarterly reports; conference
calls.
Assumes FY2010 levels
continue for DERA grants
9
OTAQ. Rl. R2. R3.
R9. RIO
Provide technical support to ports
implementing sustainable port
strategies.
Conduct quarterly check in calls with
ports on progress, participate on
workgroups to develop emissions
inventories or clean air strategies.
Promote NW Port Strategy Targets and
San Pedro Bay Clean Air Action Plan
through WCC activities and Partnership
meeting May 2010. Support ports via
partnerships with SmartWay
stakeholders (3PLs. shippers, carriers.
OGV companies, railways, drayage
fleets, etc) at industry conferences,
events and through SmartWay and Clean
Ports USA webinars. e-updates.
educational and outreach materials and
models published on our website, and
through our network of SmartWay
partner account managers.
Ongoing
Partners meetings, conference
calls
76
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
9
OTAQ. OIA, Rl.
R2, R3, R4, R5, R6.
R7, R8, R9, RIO
Conduct Regional Leadership Forum
to establish dialogue about priorities
from EPA executives to senior
representatives from port-related
industries, state and local agencies and
environmental organizations.
Regional Leadership Forum.
Start: Planning
Jan 2010,
Flold meeting by
Dec 2010
Additional RLFs
TBD
Regional Leadership Forum
complete, plan revised.
Assumes travel resources
available.
9
Rl
Encourage the use of the cleanest
marine engines available through the
NEPA process, outer continental shelf
permitting and general conformity
determinations.
LTse of clean marine engine
specifications in regulatory documents.
Ongoing
Clean marine engine
specifications are included in
new construction projects that
involve marine engines.
77
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
9
OTAQ. Rl. R2
Encourage the use of the cleanest
marine engines available through state
and federal Supplemental
Environmental Projects related to
enforcement actions.
SEPs directed toward clean diesel marine
projects.
Ongoing
Marine ferry repowered
through Daimler Chrysler
SEP. Other SEPS possible.
9
R4
Incorporate standard language
regarding port construction equipment
to encourage clean technologies.
Draft and final contract language.
Final Draft: Mar
2010
End: June 2010
Language incorporated into
contracts.
9
R6
Issue Texas Offshore Port System
(TOPS) Permit
Public Notice and draft permit.
Public Notice
May 2011
Permit Issue May
2012
(assumes revised
application
received Spring,
2010)
Emissions reductions in tons
per year: 29.237 NOx, 4.493
PM.' 2.302 CO. 24.349 S02.
1.035 VOC.
9
R6
Issue renewal of expired Gulf
Gateway Offshore LNG Title V
Permit
Public Notice and draft permit.
Public Notice
May 2010
Permit Issue Oct
2012
Emissions reductions.
78
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
9
OIA OTAQ. R6
Support Gulf of Mexico Fuel
Switching Demonstration with Port of
Houston Authority
Dec 2009 First fuel switch
Feb 2010 second fuel switch.
Start: Dec 2008
End: Aug 2010
Emissions reductions. Mexico
uses information to consider
ECA designation.
10. EPA will
collaborate with other
key federal entities to
facilitate the use and
exportation of cleaner
technology, such as
the hydraulic hybrid,
through partnerships
with domestic and
foreign ports and
other key
stakeholders.
R2
"Walk the walk" at federal port
facilities - reduce idling, implement
retrofits, gensets. renewable fuels.
Summer 2010 - work with federal
facilities to set up idle reduction
campaigns. FY 2010 - discuss vehicle
replacement for FY 2011 - 2012.
Ongoing
Number of idle reduction
campaigns and policies
implement, retrofits,
upgrades, repowers.
replacements completed
yearly.
10
OTAQ. OIA. R10
Continue Pacific Rim Partnership with
the Ports of Tacoma and Seattle to
share information and develop joint
clean shipping/ports projects with the
Taiwanese ports of Kaohsiung and
Keelung. Hydraulic hybrid
technology was highlighted in the US-
Taiwan Ports Air Quality Partnership
Conference, held in Taiwan Nov
2008.
Consider joint projects as resources
allow.
Ongoing
79
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
11. Work within
EPA, across federal
agencies & with
stakeholders to
support, finalize and
implement USG
Emission Control
Areas proposal to
MO.
OTAQ. R2, R9
Continue to work closely with other
federal agencies; Regions perform
outreach and informational
Congressional briefings.
MEPC-60 meeting.
Start: Jan 2009
End: Dec 2012
Finalize USG Proposal,
support negotiations, begin
implementation.
12. Continue - and
expand where
appropriate -
partnerships with
federal agencies and
other stakeholders to
advance transportation
planning and promote
projects that reduce
emissions.
R2
Promote infrastructure improvements
to reduce congestion and improve
freight movement.
2010 Northern Transportation and Air
Quality Summit. FY 2011-2012 CMAQ
funds used for locomotive
improvements, marine highways, and
truck dedicated routes.
Ongoing
CMAQ dollars committed to
goods movement projects.
12
OTAQ. R2, R3, R5.
R9, RIO
Encourage port operators and tenants
that are in nonattainment and
maintenance areas to work with DOT
to explore CMAQ funding for clean
diesel activities.
Promote non-EPA funding options for
the marine sector on the MCD1 web site
and other materials
Ongoing
Number of CMAQ projects
80
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
13. Participate
actively in the
DOT/MARAD
National Congestion
Initiative, Marine
Highways, and other
relevant efforts.
OTAQ. R1
Make tools and resources from EPA's
work with MARAD on the Marine
Highways Initiative and vessel/facility
design available to New England ports
interested in short-sea shipping and
redevelopment.
Participate in Clean Ports USA &
SmartWay calls. Roll out to ports via
NEDC Ports Workgroup and SSS
interest network.
Ongoing
New Bedford, Bridgeport,
and other ports apply to
become part of marine
highway network. Proposed
facility and network changes
are designed to minimize
emissions.
13
R9
The Southern California National
Freight Gateway Collaborative
agreement was signed by 22 local,
state, and federal agencies (Oct 2007);
follow-up meetings were held in Jan
2008. R9 is focusing on NEPA review
process, EJ, and community impacts
of transportation projects in southern
CA.
Meetings.
Ongoing
Coordination among federal
agencies.
81
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
Theme: Healthy Communities and Ecosystems: Environmental Justice Actions
14. Consider the
recommendations of
the NEJAC Report
"Reducing Air
Emissions from
Goods Movement:
Moving Towards
Environmental Justice
OAR. R2. R9. RIO.
OECA ORD. OPEI
Respond to the mobile source related
recommendations of the NEJAC
Goods Movement Report (Sept 2009).
Meet with workgroup to get NEJAC
feedback on response process
Provide interim feedback to NEJAC on
recommendations
Final response to NEJAC.
Start: 2008
End: 2010
Meetings Jan
2010. May 2010.
Summer 2010
Recommendations.
15. Reach out to EJ
Communities to
encourage quality
diesel grant
applications and seek
funds designated to
community protection
from disproportionate
impacts from goods
movement
OAR. Rl. R2. R3.
R4. R5. R6. R7. R8.
R9. RIO
Reduce diesel emissions in
communities surrounding goods
movement centers including ports,
continue to highlight opportunities in
various assistance programs such as
the Diesel Emissions Reduction.
CARE grants, and other resources.
Resources are obtained and can be
directed to communities in need.
Ongoing
Numbers of quality
community grants increase,
numbers of engines effected,
tons of pollution reduced.
Assumes FY2010 levels of
resources continue
82
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
15
R9
R9 convened an EJ roundtable with
Administrator Lisa Jackson on Oct 1,
2009, during her California visit to
discuss goods movement impacts.
Staff (with state and local government
counterparts) continue to work with
community organizations in
Riverside, San Bernardino, Los
Angeles, Oakland, and other areas to
advise them of funding opportunities
and address specific enforcement
issues. The EPA-Facilitated 1-710
Initiative convenes state and local
agencies and community leaders to
address EJ problems along that
corridor. The next team meeting is
scheduled for Dec 8, 2010. EPA also
participates in the Inland Valley Task
Force, an Interagency collaboration
led by CA districts and The Center for
Community Action and EJ to address
goods movement impacts and other EJ
issues in Riverside and San
Bernardino.
Draft and final scoping document;
meetings.
Document: July
2010
Scoping document for health
impacts assessment of
communities adjacent to ports
and 1-710 goods movement
corridor.
83
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
15
R7
Visit Port of St. Louis and tour
surrounding areas to evaluate
demographics and environmental
justice concerns in surrounding
communities.
Site visit
Complete by end
of FY 10
Site visit
16. Support cleaner air
in vulnerable
communities by
providing information
on sustainable freight
goods movement
technologies and
practices
OTAQ, Regional
Collaboartives
SmartWay, NCDC and the regional
collaboratives offer information that
disadvantaged communities, including
EPA's EJ Showcase Communities, can
use to promote improved air quality
and reduced emissions from freight
goods movement in their area,
including information about truck and
locomotive idle reduction strategies
and information on reducing
emissions of drayage trucks and other
diesel-powered vehicles and
equipment.
Additional outreach to shipper
distribution centers, ports, and railways
and other goods movement hubs adjacent
to disadvantaged communities.
Ongoing
Number of partners whose
freight distribution centers are
located in or near
disadvantaged communities.
Theme: The Global Environment
17. Continue to work
with MO on
efficiency
improvements for
international shipping
operations
OTAQ
Coordinate with other Federal
Agencies to exchange information
about efficiency improvement
programs and participate in MEPC
meetings.
MEPC meetings.
Mar 2010
IMO discussion papers.
84
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
18.Support cleaner,
more efficient freight
goods movement in
Asia
OTAQ
SmartWay coordinates with the World
Bank and other countries to exchange
information about SmartWay's
program elements, verified
technologies, and carbon accounting
methods.
Project demonstrates green retrofits on
older trucks. Local stakeholder networks
established. Best practices for local
freight goods movement are identified.
Ongoing
SmartWay-like technologies,
practices, and emissions
accounting methods are
transferred to Chinese area to
serve as role model within
Asia
Travel
19. Support cleaner,
more efficient freight
goods movement in
Europe
OTAQ
SmartWay coordinates with the
European Union to launch a
SmartWay platform in the EU.
SmartWay demonstrates its new models
at conference in ELI
Ongoing
SmartWay-like technologies,
practices, and emissions
accounting methods are
transferred to ELI to serve as
role model within Europe
Travel
20. Support cleaner,
more efficient freight
goods movement in
Latin America
OTAQ
SmartWay coordinates with Latin
American agencies and governments
to exchange information about
SmartWay.
SmartWay gives presentations at
workshops and conferences including a
Trade Corridor Meeting, a Greening the
Border Workshop, and a workshop in
Sao Paulo.
Ongoing
Several Latin American
countries learn about
SmartWay technologies,
practices, and emissions
accounting methods for
potential adoption in Latin
America
Travel
85
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Appendix B: Port Air Quality Plan 2010-2012
Theme & Goal
Responsible
Organization
Objective/
Activity
Milestones
Target
Start/Completion
Date
Output/Measure
Resources
21. Support cleaner,
more efficient freight
goods movement in
Canada
OTAQ
SmartWay coordinates with the
federal government of Canada to
modify our carbon accounting tools so
they can be adapted into French for
use in Canada.
SmartWay and the government of
Canada draft and sign the appropriate
documents to enable the exchange of
resources. Begin work on the multi-
language module.
Ongoing
SmartWay carbon emissions
assessment and tracking tools
ARE capable of being
adapted for use in Canada,
with French language
Contract dollars, in-kind
resources, approval for the
documents covering this work
86
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Appendix C
Examples of Diesel Emission Reduction Program Grants
Recipient
Project Description
EPA
Region
City
State
EPA Funding
FY
Names of EJ
Communities
Potentially Affected by
DERA Grants
Connecticut
Department of
Environmental
Protection
Retrofit thirteen HDD onroad trucks
in state maintenance fleet with
DOCs, retrofit four construction
vehicles with DPFs, and retrofit
1
Hartford
CT
$50,000
2008
Hartford
seven air compressors with DPFs
Northeast States for
Coordinated Air Use
Management
Install auxiliary power units on 17
locomotives operated by the
Providence and Worcester RR -
based in Valley Falls, Rl; Plainfield
and New Haven, CT; and
Worcester, MA
1
MA
$535,250
2008
Communities adjacent to
rail yards
Massachusetts Port
Authority
Install 6 power stations at the Fish
Pier, enabling up to 12 additional
fishing vessels to connect to shore
power when docked, reducing
unnecessary idling by 95%
1
MA
$400,000
2008
Fish Pier
Environmental
Defense Fund
Replace up to 19 HDDV with fuel
efficient hybrid electric
medium/heavy duty trucks region-
wide
1
New York
NY
$400,000
2008
Manchester Transit
Authority
Retrofit 72 city owned vehicles with
DOCs, including highway, water
and parks and recreation vehicles;
Retrofit 7 transit style school buses
with CCVs, install 10 s-bar heaters
on school buses, and fuel entire
fleet with B20 blend of biodiesel
1
Manchester
NH
$229,703
2008
Manchester
Chelsea
Collaborative, Inc
Repower 79 diesel transportation
refrigeration units (TRU) with
electric versions
1
Chelsea
MA
$1,563,480
2009
Chelsea
Chelsea
Collaborative, Inc
Retrofit 4 long haul trucks, nine
municipal vehicles, one rubber tire
loader. Perform engine upgrades on
four rubber tire loaders
1
Chelsea
MA
$357,946
2009
Chelsea
87
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
HH
Names of EJ
Communities
Potentially Affected by e
DERA Grants
City of Providence
Retrofit 40 Class 7 trucks and two
Dumpers/tenders with diesel
particulate filters (DPF)
1
Providence
Rl
$565,100
2009
Providence
Northeast States for
Coordinated Air Use
Management
Repower one vintage switch
locomotive from one engine
configuration to a three engine set
(nonroad Tier 3 certified genset
engines)
1
Boston
MA
$1,050,000
2009
Rail yard communities
New Jersey
Department of
Environmental
Protection
Retrofit 46 pieces of nonroad
equipment used for construction
projects funded by the New Jersey
Environmental Infrastructure Trust
and retrofit 26 school buses
2
Multi
NJ
$590,640
2008
Grant targets urban
areas in NJ..
New York State
Department of
Environmental
Conservation
Retrofit 429 school buses
2
Multi
NY
$620,172
2008
Buffalo area; Rochester
area; Albany area and
Syracuse area. All
contain significant
portions of the city that
are potential EJ areas.
Capital District
Transportation
Authority
Retrofit 195 transit buses that
operate in 4 counties with DPFs
2
Albany
NY
$125,000
2008
Albany - citywide; various
EJ communities
Port Authority of
New York & New
Jersey
Offer a low-cost financing program
in partnership with ACCION New
York, Inc. for either the purchase of
heavy-duty trucks retrofitted with
EPA or CARB verified emission
control technologies, or the
repowering of used trucks. Program
will cover 90 percent financing
2
Multi
NY/NJ
$750,000
2008
Port communities in
Newark (including
Ironbound
neighborhood), Elizabeth
and Jersey City in NJ
and North Shore of
Staten Island and Red
Hook Brooklyn in NY
88
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Recipient
Project Description
EPA
Region
State
¦¦1
EPA Funding
HH
Names of EJ
Communities
Potentially Affected by
DERA Grants
Port Authority of
New York & New
Jersey
Retrofit 30-40 utility trucks operated
by the Port Authority with DPFs,
including wrecker trucks, dump
trucks, and line body enclosed utility
trucks
2
New York
NY
$280,500
2008
NYC/Northern NJ metro
area - various EJ
communities
New Jersey Motor
Truck Association
Provide funding to NJ Truckers to
retrofit 1994 and newer HDD
Delivery Trucks with a combination
of APUs, bunk heaters, DOCs, and
DPFs
2
Multi
NJ
$548,462
2008
Long-haul trucking
sector. Possible impact
on EJ communities in NJ.
Northeast States for
Coordinated Air Use
Management
Retrofit up to 20 pieces of off-road
equipment, including but not limited
to backhoes, end loaders,
excavators, crawler tractors, and
cranes with active DPFs
2
Multi
NY,NJ
$400,000
2008
Multistate project - likely
to impact EJ at
construction sites.
Board of
Cooperative
Educational Services
Replace two school buses with
buses that meet the 2010 standard
2
Ulster County
NY
$130,690
2008
Ulster County -
potential EJ communities
include Wawarsing,
Shawangunk, Plattekill,
Esopus
New Jersey
Department of
Environmental
Protection
Retrofit nonroad construction
equipment with diesel particulate
filters and diesel oxidation catalysts.
2
Multi
NJ
$1,730,000
2009
Likely impacts EJ areas.
Grant targets urban
areas in NJ. Exact
locations of operation not
yet determined.
New York State
Department of
Environmental
Conservation
Retrofit school buses with diesel
particulate filters.
2
Multi
NY
$1,730,000
2009
Buffalo area; Rochester
area; Albany area and
Syracuse area. All
contain significant
portions of the city that
are potential EJ areas
89
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
Names of EJ
Communities
Potentially Affected by
DERA Grants
Northeast States for
Coordinated Air Use
Management
Repowertwo ferries and three
tugboats with Tier 2 engines
2
Multi
NY,NJ,PR
$2,800,000
2009
Project location includes
port adjacent community
in San Juan, PR; Sunset
Park neighborhood in
Brooklyn, NY; and
Weehawken, NJ; all of
which are at least in part
EJ communities.
Port Authority of
New York and New
Jersey
Install shore power at the Brooklyn
Cruise Terminal
2
New York
NY
$2,858,200
2009
Red Hook neighborhood,
Brooklyn, NY
Port Authority of
New York and New
Jersey
Replace 636 drayage trucks
2
Multi
NY
$7,000,000
2009
Port communities in
Newark (including
Ironbound
neighborhood), Elizabeth
and Jersey City in NJ
and North Shore of
Staten Island and Red
Hook Brooklyn in NY
Cascade Sierra
Solutions
Retrofit 789 trailers with
aerodynamic technology
2
Multi
NY,NJ
$1,404,327
2009
Long-haul trucking
sector. Possible impact
on EJ communities in NY
and NJ.
CalStart
Replace 51 delivery trucks
operating in NYC, southern NJ, and
upstate NY with diesel hybrid-
electric trucks meeting 2007
standards
2
Multi
NY
$1,275,000
2009
Project takes place
primarily in NYC -
delivery trucks will travel
through various EJ
communities throughout
the city; Other locations
with potential EJ areas
include Trenton, NJ,
Albany, Syracuse,
Buffalo and Rochester,
NY.
90
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
HBj
Names of EJ
Communities
Potentially Affected by
DERA Giants
Columbia University
Retrofit 78 pieces of construction
equipment with diesel particulate
filters (DPF)
2
New York
NY
$1,997,279
2009
Harlem neighborhood in
New York City
National Association
for Pupil
Transportation
(NAPT)
Reduces local school districts'
monthly lease payments for the
repowering of 175 or more school
buses with compressed natural gas
(CNG) engines.
2
Albany
NY
$5,000,000
2009
Albany - citywide; various
EJ communities
Allegheny County
Health Department
Replace two transit buses with
diesel hybrid; retrofit 35 dump
trucks; repower one locomotive;
upgrade 23 construction vehicles
3
Pittsburgh
PA
$3,498,106
2009
Pittsburgh, Allegheny
County
Mid-Atlantic
Regional Air
Management
Association
Retrofit 14 and replace six transit
buses; repower 2 harbor craft;
retrofit 25 dump trucks; replace six
cement trucks; repower one
locomotive; replace one truck
3
Towson
MD
$4,320,831
2009
Baltimore
Port of Baltimore
(Maryland
Environmental
Services)
Retrofit two tugboats, seven
locomotives, 50 short haul trucks,
and 83 units of cargo handling
equipment
3
Baltimore
MD
$3,500,000
2009
Baltimore, Curtis Bay,
Turner Station
Pennsylvania
Department of
Environmental
Protection
Repower pre-1973 locomotives with
a four-axle locomotive powered with
an engine approaching Tier 3
emission standards (Mother) and a
four-axle platform consisting of four
traction motors without an engine
(Slug).
3
Pittsburgh
PA
$1,500,000
2009
Pittsburgh, Allegheny
County
Virginia Clean Cities
(Hampton Roads)
Retrofit with 35 transit buses with
diesel particulate filters (DPFs)
and/or diesel oxidation catalysts
plus closed crankcase ventilation;
retrofit one refuse hauler, replace
four school buses, and replace of
24 refuse haulers.
3
Virginia Beach
VA
$1,000,000
2009
Hampton Roads, Norfolk,
Portsmouth
91
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Recipient
Project Description
EPA
Region
State
EPA Funding
HH
Names of EJ
Communities
Potentially Affected by e
DERA Grants
Maryland
Department of the
Environment
Retrofit 76 school buses
3
Baltimore
MD
$1,000,000
2009
Baltimore
Allegheny County
Health Department
Repower one towboat used in
Pittsburgh, PA and conduct a sea
trial, to verify engine system
performance. • Pennsylvania
Department of Environmental
Protection - CONSOL Energy: $1.5
million to repower a tugboat used in
Pittsburgh and conduct a sea trial
3
Pittsburgh
PA
$1,532,439
2009
Pittsburgh, Allegheny
County
Maryland
Department of
Transportation
(Locomotive)
Repower CSX Switcher locomotive
operating in Baltimore.
3
Baltimore
MD
$975,000
2009
Baltimore
Clean Air Council
Retrofit drayage trucks serving
Ports of Philadelphia and
Wilmington
3
Philadelphia
PA
$350,000
2009
Philadelphia, Wilmington
Railroad Research
Foundation WV
Repower CSX Switcher locomotive
operating in Charleston, WV
3
Charleston
WV
$975,000
2009
South Charleston
Maryland
Department of
Transportation
Repower transit buses operating in
Baltimore.
3
Baltimore
MD
$505,000
2009
Baltimore
James Madison
University/Virginia
Clean Cities
Repower construction equipment in
Richmond
3
Richmond
VA
$710,000
2009
Richmond
Port of Pittsburgh
Commission
Repower Tugs servicing Port of
Pittsburgh
3
Pittsburgh
PA
$1,156,838
2009
Pittsburgh, Allegheny
County
Virginia Port
Authority
Repower dredger operating at Port
of Norfolk
3
Norfolk
VA
$775,000
2009
Hampton Roads, Norfolk,
Portsmouth
Washington Council
of Governments
Repower tour vessel operating on
the Potomac
3
Washington
DC
$560,000
2009
DC, Anacostia
92
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
HH
Names of EJ
Communities
Potentially Affected by e
DERA Grants
Philadelphia Airport
Terminal shuttle bus replacement at
Philadelphia Airport
3
Philadelphia
PA
$475,669
2009
Philadelphia, Chester
GA Ports Authority
Install diesel oxidation catalysts
(DOC) and closed crankcase
ventilation (CCV) on 47 marine
engines
4
Savannah
GA
$164,000
2008
Citizens for EJ,
Savannah
Miami Dade City
Department of
Environmental
Resources
Replace five buses with hybrid
electrics and replace eight buses
with newer engines
4
Miami
FL
$731,850
2008
Center for urban
Transportation Research
University of S. FL
Georgia Department
of Natural
Resources
Install a truck stop electrification
(TSE) station with 85 spaces for
long haul trucks
4
Atlanta
GA
$748,000
2008
Environmental
Community Action, Inc.;
EJ Resource Center; GA
for Transportation
Alternatives; Atlanta
Tennessee
Department of
Transportation
Install truck stop electrification area
with 175 spaces
4
TN
$2,000,000
2009
Race Relations Institute
of Fisk University,
Nashville, Memphis
American Lung
Association
Install 200 low rolling resistance
(LRR) tires; 55 battery powered air
conditioners (AC) and seven engine
replacement and repowers
4
multi-state
AL
$1,200,000
2009
Montgomery,
Birmingham
East Tennessee
Clean Fuels
Coalition
Install 200 low rolling resistance
(LRR) tires; 55 battery powered air
conditioners (AC) and seven engine
replacement and repowers
4
TN
$581,849
2009
Nashville
Georgia Ports
Authority
Retrofit entire fleet of cargo
handling equipment (133 units) at
the Savannah port with DOCs and
CCVs
4
Savannah
GA
$250,000
2008
Citizens for EJ
Kentucky Clean
Fuels Coalition
Replace Perkins diesel engines with
CARB certified gasoline engines;
scrap old 92 engines, retrofit 3
terminal gates
4
statewide
KY
$473,939
2008
Frankfort, Louisville
93
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
HH
Names of EJ
Communities
Potentially Affected by e
DERA Grants
South Carolina State
Ports Authority
Engine repower, ULSD, idle
reduction technology for about 50
trucks and 40 cranes
4
Charleston
sc
$735,001
2008
SC Environmental
Watch, Charleston
Georgia Ports
Authority
17 rubber tired gantry cranes-
electrification
4
Savannah
GA
$2,720,310
2010
Citizens for EJ,
Savannah
Miami Port Authority
4 crane electrification & 17 cargo
handling equipment retrofits
4
Miami
FL
$1,507,157
2010
Center for urban
Transportation Research
University of S. Florida,
Miami
Mississippi State
University
101 long haul trucks with APUs
4
MS
$1,083,595
2010
Great Lakes
Commission
Repower four marine engines from
Tier 0 to Tier 2; repowering service
generator sets on two Great Lakes
bulk carriers
5
Ann Arbor
Ml
$1,209,049
2009
Great Lakes port
communities
Indiana Department
of Environmental
Management
Install emerging reduction systems
retrofit technologies on utility and
state on-road construction
equipment. Indiana Department of
Environmental Management: $1
million to retrofit approximately 30
vehicles
5
Indianapolis
IN
$1,000,000
2009
Indianapolis
Port of Houston
Authority
Replacements of 62 cargo handling
equipment, 68 certified repowers,
and 22 yard tractor retrofits
6
Houston
TX
$2,856,666
2009
The Manchester
neighborhood adjacent to
the Houston Ship
Channel &the Houston-
Galveston-Brazoria
(HGB) 8-county ozone
nonattainment area
94
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
Names of EJ
Communities
Potentially Affected by
DERA Grants
Louisiana
Department of
Environmental
Quality
New Orleans-Install idle switches
on 7 line end locomotives, City of
Bossier City-repower 9 heavy duty
trucks with natural gas engines,
Caddo Parish-retrofit 7 heavy duty
trucks with particulate filters &
diesel engine upgrade kits, City of
Baton Rouge-repower 4 heavy duty
trucks with natural gas engines,
Caddo Parish Public School-retrofit
111 school buses with diesel multi-
stage partial flow filers (DMF) or
equivalent.
6
New Orleans &
Baton Rouge
LA
$1,730,000
2009
Bossier City, Caddo
Parish, Baton Rouge, &
Caddo Parish Public
Schools
City of Houston
Replace 34 aging diesel-fueled
vehicles & pieces of equipment with
new diesel technologies
6
Houston
TX
$2,365,710
2009
City of Houston
Louisiana
Department of
Environmental
Quality
08'-Repower2 Louisiana
Department of Transportation &
Development Ferries; 09'-Repower
the Marine Vessel Acadia & St.
Francisvile Ferries; 10'-Repower
Mississippi River Ferries
6
Baton Rouge
LA
$295,320;
$352,941;
$235,294
2008
2009
2010
5 Parishes in the Baton
Rouge area; East & West
Baton Rouge, Iberville,
Livingston, & Ascension
Parishes
Houston Advanced
Research Center
Retrofit 51 Class 8A Long Haul
Vehicles with APU units
6
Houston
TX
$496,627
2010
Greater Houston area,
Texas, and Texas Gulf
Coast
Port of Houston
Authority
Fuel switching to a lower sulfur fuel
on 21 Ocean Going Vessels
6
Houston
TX
$1,487,909
2010
The Manchester
neighborhood adjacent to
the Houston Ship
Channel.
95
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
Names of EJ
Communities
Potentially Affected by
DERA Grants
Port of Corpus
Christi
Repower existing 120 ton
locomotive switch engine and
develop & implement an anti-idling
policy for locomotives in the port
area
6
Corpus Christi
TX
$1,026,058
2010
Corpus Christi, Nueces,
& San Patricio Counties
Port Authority of
Houston
Replace 22 pieces of cargo
handling equipment and repower 3
tour boats
6
Houston
TX
$611,466
2009
The Manchester
neighborhood adjacent to
the Houston Ship
Channel.
Railroad Research
Foundation
Repower four locomotives
6
Baton Rouge
LA
$2,927,496
2009
City of Baton Rouge,
East Baton Rouge Parish
Houston-Galveston
Area Council
Establishes revolving loan program
to help regional and short haul
owner-operators and related small
businesses purchase and operate
cleaner more fuel efficient trucks
6
Adjacent port
communities
TX
$9,000,000
2009
Adjacent port
communities
City of Irving
Retrofit 25 city service on-highway
vehicles using emerging
technologies.
6
Irving
TX
$937,605
2009
Irving
Houston Advanced
Research Center
Retrofit a marine vessel that
operates between Baton Rouge
and Houston with emerging
technologies and monitor
emissions.
6
Houston
TX
$1,556,733
2009
Adjacent port
communities
96
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
HBj
Names of EJ
Communities
Potentially Affected by
DERA Grants
Houston Advanced
Research Center
Retrofit 20 publicly owned diesel
vehicles in Texas with emerging
technologies and monitor their
emissions.
6
Houston
TX
$2,000,000
2009
Adjacent port
communities
University of
Houston
Retrofit 15 school buses with
emerging technologies and test with
portable emission measurement
system
6
Houston
TX
$1,186,767
2009
Houston
University of
Houston
Retrofit municipal trucks with
emerging technologies
6
Houston
TX
$1,421,621
2009
Houston
Grace Hill
Settlement House
CCV retrofits on 520 school buses
serving St. Louis City children;
training of 460 bus drivers on idle
reduction; conduct public school Be
Idle Free poster art contest K thru
high school; No Idling Zones at
schools
7
St. Louis
MO
$454,849
9
North St. Louis City:
neighborhoods of Old
North St. Louis, Hyde
Park, College Hill
Grace Hill
Settlement House
Approximately 809 tons emissions
reduced annually through retrofits
and repowers of 574 mobile units;
training drivers; 11 summer interns
serve at and paid by retrofit
companies; 2 neighborhood
meetings
7
St. Louis
MO
$2,000,000
10
North St. Louis City:
neighborhoods of Old
North St. Louis, Hyde
Park, College Hill
Missouri State Clean
Diesel Project
KC Public Works retrofitted 22 utility
trucks with DOC mufflers.
7
Kansas City
MO
$34,007
2009
Scarrett Point, North
Indian Mound, Indian
Mound
97
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
HH
Names of EJ
Communities
Potentially Affected by
DERA Grants
Missouri State Clean
Diesel Project
Dallas County School District is
implementing an early school bus
replacement for one bus.
7
Buffalo
MO
$18,500
2011
Rural Buffalo
Missouri State Clean
Diesel Project
Riverview Gardens School District
is retrofitting 16 school buses with
fuel operated heaters
7
Riverview
Gardens
MO
$29,020
2011
Moline Acres,
Bellefontaine Neighbors
Missouri State Clean
Diesel Project
Normandy School District is
retrofitting 16 school buses with fuel
operated heaters
7
Normandy
MO
$29,020
2011
Normandy, Pasadena,
Pasadena Hills,
Northwoods
MoDOT Clean
Diesel Project
Retrofitting or replacing 135 diesel
vehicles in MoDOT's fleet for
District 4 (Kansas City), District 6
(St. Louis) and District 8
(Springfield)
7
St. Louis, Kansas
City and
Springfield
MO
$726,227
2009,
2010,
2011
Many could potentially be
positively affected by this
grant.
ARRA State Clean
Diesel Project
(Missouri)
St. Louis Special School District
retrofitted 31 school buses that
transport special needs students to
and from school with fuel operated
heaters.
7
St. Louis
MO
$47,353
2010
Olivette and Overland
ARRA State Clean
Diesel Project
(Missouri)
UPS is implementing early
replacements for four older delivery
trucks
7
St. Louis
MO
$50,000
2010,
2011
Abuts Downtown West,
Midtown, The Gate and
Lafayette Square
ARRA State Clean
Diesel Project
(Missouri)
Subsurface Constructors is
repowering a drill rig from a tier I
engine to a tier III engine.
7
St. Louis
MO
$24,302
2010,
2011
North Riverfront, Near
North Riverfront, Hyde
Park, College Hill
98
-------
Recipient
EPA
Region
State
EPA Funding
HHj
Names of EJ
Communities
Potentially Affected by
DERA Grants
ARRA State Clean
Diesel Project
(Missouri)
KC Southern Railways is retrofitting
5 switch engine locomotives with
automatic engine shutdown/startup
devices to reduce idling.
7
Kansas City
MO
$43,084
2010
Scarret Point, North
Indian Mound, Indian
Mound
ARRA State Clean
Diesel Project
(Missouri)
OF & S Trucking retrofitted two
tractor trailers with low rolling
resistance tires
7
Buffalo
MO
$6,207
2010
Rural Buffalo
ARRA National
Clean Diesel Project
(Missouri
Metropolitan)
Neosho School District retrofitted 12
school buses with DOC mufflers
7
Neosho
MO
$12,052
2010
Neosho
ARRA National
Clean Diesel Project
(Missouri
Metropolitan)
Riverview Gardens is retrofitting 24
school buses with DOC mufflers
7
Riverview
Gardens
MO
$26,544
2010,
2011
Moline Acres,
Bellefontaine Neighbors
ARRA National
Clean Diesel Project
(Missouri
Metropolitan)
Normandy School District is
retrofitting 3 school buses with DOC
mufflers
7
Normandy
MO
$3,318
2010,
2011
Normandy, Pasadena,
Pasadena Hills,
Northwoods
ARRA National
Clean Diesel Project
(Missouri
Metropolitan)
Breckenridge Material retrofitted 10
concrete mixers with partial flow-
thru filter mufflers.
7
St. Louis
MO
$60,000
2010
Brentwood
Missouri Green Fleet
Project
Hazelwood School District will be
retrofitting 50 school buses with fuel
operated heaters.
7
Hazelwood
MO
$100,000
2011
Hazelwood
Missouri Green Fleet
Project
Dallas County School District is
retrofitting 20 school buses with
both diesel oxidation catalyst
mufflers and fuel operated heaters.
7
Buffalo
MO
$68,000
2011
Rural Buffalo
99
-------
Project Description
Region
EPA Funding
¦HB
Communities Potentially
Affected by DERA
Grants
Missouri Green Fleet
Project
BNSF Railways is retrofitting 3
switch engine locomotives with
automatic engine shutdown startup
devices and auxiliary power units.
7
Kansas City
MO
$143,250
2011
Communities near rail
yard
ARRA09N_Lincoln
Lancaster County
Health Dept.
Retrofit 196 publicly owned vehicles
and equipment including
emergency generators and school
buses; repower eight switch
engines; retrofit used cement
mixers
7
Lincoln
NE
$1,000,000
2009
Havelock, NE.
Montana Dept. of
Environmental
Quality (partnering
with Decker Coal
Company)
Repower four coal dump trucks
8
Helena
MT
$700,000
2009
Lewis & Clark County
Utah Dept. of
Environmental
Quality
47 DOCs/CCV combo
8
Salt Lake City
UT
$126,000
2007
Cache, Box Elder, Juab
Counties
Colorado Dept. of
Public Health and
Environment
98 Pre-heaters, DOC/CCF's
8
Colorado Springs
CO
$400,000
2008
El Paso County
City and County of
Denver
31 Fuel-Operated Hydraulic & Cab
Heater Combos, 23 Fuel operated
Cab Heaters
8
Denver
CO
$200,000
2008
Denver county
Regional Air Quality
Council
40 APU's, 25 Idle Reduction
Timers, 40 DOC/CCF Combos, 5
Engine Repowers
8
Denver
CO
$455,645
2008
Denver county
Utah Dept. of
Environmental
Quality
190 DOC/CCV's
8
Salt Lake City
UT
$399,955
2008
Tooele, Washington,
Sanpete counties
Colorado Dept. of
Public Health and
Environment
46 DOC's/CCF's
8
Glenwood
Springs
CO
$196,880
2008
Garfield, Huerfano, Delta
Counties
Montana Dept. of
Environmental
Quality
8 new buses
8
Missoula
MT
$295,320
2009
Yellowstone, Lewis and
Clark Counties
100
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
HH
Names of EJ
Communities
Potentially Affected by e
DERA Grants
N. Dakota Dept. of
Health
4 new buses
8
Bismark
ND
$196,880
2008
Burleigh county
S. Dakota Dept. of
Environment and
Natural Resources
75-80 DOC's
8
Custer
SD
$196,880
2008
Custer county
Utah Dept. of
Environmental
Quality
219 DOC/CCV's
8
Salt Lake City
UT
$295,320
2009
Washington, Juab, Piute,
Uintah Counties
Utah Dept. of
Environmental
Quality
20 DOCs 20 CCVs
8
Salt Lake City
UT
$40,000
2007
Washington, Cache, Salt
Lake counties
Colorado Dept. of
Public Health and
Environment
180 APUs
8
Denver
CO
$850,000
2009
Denver, CO
Colorado Dept. of
Public Health and
Environment
350 DOCs & CCVs, 350 Heaters
8
Greely, Colorado
Springs
CO
$1,730,000
2009
Weld, El Paso counties
Cascade Sierra
Solutions
51 DPFs, 105 APUs
8
Denver, Salt Lake
City
CO/UT
$850,000
2009
Denver and Salt Lake
counties
City and County of
Denver
57 Heaters; 53 DOCs & CCVs;
262,844 gal. of biodiesel
8
Denver
CO
$700,000
2009
Denver county
Mid-Dakota
Education
Cooperative
9 Replacements, 66 Heaters
8
Minot
ND
$450,000
2009
Ward county
Montana Dept. of
Environmental
Quality
31 Replacements
8
Helena
MT
$1,730,000
2009
Yellowstone, Lewis and
Clark Counties
N. Dakota Dept. of
Health
40 Replacements
8
Bismark
ND
$1,730,000
2009
Burleigh county
Regional Air Quality
Council
20 DOCs, 56 Heaters, 100 APUs, 1
Repower, 1 DOC & CCV, 44
Thermal Coolers, 30 SmartWay
Tires and/or Gap Fairings
8
Denver
CO
$1,250,000
2009
Denver county
S. Dakota Dept. of
Environment and
Natural Resources
74 Replacements
8
Pierre
SD
$1,730,000
2009
Custer, Dewey, Lyman
counties
Utah Dept. of
Environmental
Quality
12 Replacements, 21 Repowers, 30
APUs
8
Salt Lake City
UT
$750,000
2009
Salt Lake County
101
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
HH
Names of EJ
Communities
Potentially Affected by e
DERA Grants
Utah Dept. of
Environmental
Quality
21 Replacements, 306 Docs &
CCVs
8
Salt Lake City
UT
$1,730,000
2009
Box Elder, Washington,
Tooele counties
Wyoming
Department of
Environmental
Quality
10 Replacements, 500 DOCs &
CCVs
8
Laramie
WY
$1,730,000
2009
Albany county
Montana Dept. of
Environmental
Quality (partnering
with Decker Coal
Company)
Repower four coal dump trucks
8
Helena
MT
$700,000
2009
Lewis & Clark County
DERA 2008 South
Coast Retrofits
Retrofit 700 1999-2002 model year
long haul heavy-duty diesel trucks
with diesel particulate filters (DPF),
which have been verified by the
California Air Resources Board
(CARB). This project will involve
trucks that move goods throughout
the Los Angeles and Inland Empire
corridor between major distribution
facilities and retail establishments.
The SCAQMD will leverage over $7
million for this project.
9
CA
$1,000,000
2008
Inland Empire, Los
Angeles
102
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
¦H
Names of EJ
Communities
Potentially Affected by
DERA Grants
2008 State DERA
Grant: NV: Nevada
State Clean Diesel
Program - School
Bus Retrofit Initiative
The Nevada State Clean Diesel
Program - School Bus Retrofit
Initiative is focused on reducing
emissions from diesel powered
school buses across the state. The
program has two fundamental
goals: 1) to reduce the exposure of
school-age children to particulate
matter and other harmful
components of diesel exhaust
emissions from school buses, and
2) to reduce particulate matter
emissions to help improve and
maintain air quality in communities
across Nevada. School districts
located in urban, suburban, and
rural settings will be eligible to apply
for this voluntary program. Buses
that qualify for the program will be
retrofitted with a Diesel Oxidation
Catalyst and if feasible a Closed
Crankcase Ventilation System
selected from the EPA Verified
Technology list.
9
NV
$423,292
2008
Clark County, NV
103
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
HH
Names of EJ
Communities
Potentially Affected by
DERA Grants
2008 State DERA
Grant: AZ:
Promoting Anti-Idling
Technology Along
the Arizona-Sonora
Border
The Arizona Department of
Environmental Quality (ADEQ) is
implementing a program to promote
idle reduction technology through
outreach methods and grant
initiatives for technology
deployment in efforts to establish
three TSE sites equipped with
electrified parking spaces (EPS)
within the parameters of inland
ports of entry (POE) / trade
corridors by the end of September
2010. The pilot grant program will
focus on Arizona's border counties
of Santa Cruz, Yuma, and Cochise.
ADEQ anticipates collecting data on
the amount of emissions reduced
by TSE, and evaluating how TSE
plays an important role in improving
air quality within the region.
9
AZ
$423,292
2008
Arizona Border Region
(Nogales)
104
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
HH
Names of EJ
Communities
Potentially Affected by
DERA Grants
California Airports
Partnership - Air
Quality Improvement
Partnership
Each of the four airports included in
this project will conduct separate
and different retrofit/replacement
actions.- Los Angeles International
AirportLAX will replace seven (7)
diesel passenger buses with CNG
models. The current buses are
1996 Cobus, Model 300 EOA11A
buses with Mercedes 6 liter off-road
engines. The replacement buses
will be 2009 MY 60-foot NABI
articulated buses with 320 hp
Cummins-Westport ISL-G engines.
These buses are used on the
airfield to shuttle passengers from
terminal to terminal.- Oakland
International AirportOAK will retrofit
ten (10) 1999 model year Gillig 35-
foot shuttle buses equipped with
Cummins ISC 280 horsepower
engines with Cleaire Horizon-M
particulate filters.- San Diego
International AirportSAN plans to
retrofit five (5) different on-field, off-
road vehicles with particulate filters-
San Francisco International
AirportSFO has an ambitious plan
that contains a mix of fuel price
differential, diesel engine
replacements with CNG models,
and diesel retrofit devices.
9
Pasadena,
Oakland, Los
Angeles
CA
$895,827
2008
West Oakland, Los
Angeles, San Diego
105
-------
Recipient
EPA
Region
State
EPA Funding
¦H
Names of EJ
Communities
Potentially Affected by
DERA Grants
City of Phoenix
Transit Bus Engine
Repower Project
Repower and add a DPF to 20
transit bus engines. The hydraulic
engine cooling system will be
replaced with an electric cooling
system.
9
Phoenix
AZ
$553,604
2008
Phoenix, AZ
2008 State DERA
Grant: HI: Diesel
Retrofits for the
State of Hawaii
retrofit of 15-20 city/county vehicles
9
Honolulu
HI
$423,292
2008
Honolulu, HI
Fleet Modernization
Program for Medium
and Heavy Duty
Hybrid Trucks and
Hybrid School Buses
Replace 6 existing trucks and 8
school buses with plug-in hybrids.
9
Sacramento
CA
$553,360
2008
Sacramento County
2008 State DERA
Grant: CA: Replace
Caltrans On-
Highway Heavy Duty
Diesel Vehicles
The California Air Resources Board
(ARB) proposes to pass through
this grant award to the California
Department of Transportation
(Caltrans) to assist the Caltrans
complete early compliance with the
ARB Public Fleet Rule. Replacing
12 early 1990s model year on-road
heavy-duty vehicles with 2009
model year vehicles equipped with
2007-2009 model year engines
9
CA
$634,938
2008
Los Angeles, San
Joaquin Valley
Leading the Way to
Cleaner Air - CNG
School Buses
The Kern County Superintendent of
Schools and Delano Union School
District will replace six 1987-89
model year school buses with CNG
buses.
9
Bakersfield
CA
$540,000
2008
Kern County, CA (SJV)
106
-------
Recipient
EPA
Region
State
EPA Funding
IH|
Names of EJ
Communities
Potentially Affected by
DERA Grants
Emerging
Technology DERA
FY 2009 CARB -
Caterpillar
Locomotive
Selective Catalytic
Reduction
Apply Selective Catalytic Reduction
to Caterpillar Locomotive 3516,
3005 HP engines certified to Tier 2
standards.
9
CA
$1,172,983
2009
Los Angeles
Emerging
Technology DERA
FY 2009 Advance
Maritime Emission
Control Systems -
Bonnet
Pilot testing Advanced Maritime
Emissions Control System
(AMECS) designed to capture and
treat the exhaust emissions from
ocean ocean-going vessels.
9
Los Angeles
CA
$1,500,000
2009
San Pedro Bay Port
Communities (Los
Angeles)
Tribal National
Program Clean
Diesel DERA FY
2009 - Soboba Band
of Luiseno School
Bus
Retrofit 6 school buses with diesel
particulate filters
9
San Jacinto
CA
$78,000
2009
Soboba Band of Luiseno
Tribal National
Program Clean
Diesel DERA FY
2009 - Morongo
Band Of Mission
Indians
Retrofit 6 School buses with diesel
particulate filters
9
Banning
CA
$250,000
2009
Morongo Band Of
Mission Indians
Repower
locomotives in the
San Francisco Bay
Air Basin
Repower 1 switch (yard) locomotive
operating in the San Francisco Bay
Air Basin with 3 new Tier-3 nonroad
engines (genset switch locomotive
repower).
9
San Francisco
CA
$1,000,000
2009
West Oakland, Bay View
Hunters Point
City of Los Angeles,
EcoCrane Hybrid
Systems
Installation of EcoCrane Hybrid
Systems by EcoPower Hybrid
Systems Inc. at City of Los Angeles.
9
Los Angeles
CA
$731,298
2009
San Pedro Bay Port
Communities (Los
Angeles)
107
-------
Recipient
EPA
Region
State
EPA Funding
IH|
Names of EJ
Communities
Potentially Affected by
DERA Grants
San Diego County
APCD Lower-
Emission School
Bus Program
Retrofit, replace, and repower 125
high-polluting school buses with
newer, cleaner engines and filters.
The buses proposed to be replaced
are 23 to 35 years old and the
replacement buses will have an
expected lifetime of 20 to 25 years.
Identified as an area with toxic air
pollutant concerns due to its
proximity to a port, a rail yard, and a
major freeway, San Diego's Barrio
Logan neighborhood contains 14
public schools. Additionally,
SDAPCD has identified 45 other zip
codes that contain Environmental
Justice Areas which exceed the
state PM10 standard and have an
average income of 80 percent or
less ofthe median income in San
Diego County. Countywide, there
are a total of 423 public schools
served by 21 school districts within
these Environmental Justice Areas.
Approximately 70 percent ofthe
buses included in this program are
operated by school districts that
serve these Environmental Justice
Areas.
9
CA
$1,563,652
2009
Barrio Logan
neighborhood
Port of Long Beach
and Tenants
The Port of Long Beach Diesel
Emissions Reduction Project was
selected for $4,008,250 in funding
to implement a large-scale diesel
emission reduction project involving
equipment replacements, engine
repowers, and/or engine retrofits for
112 pieces of cargo handling
equipment including rubber-tired
gantry cranes, and two harbor craft
currently in operation at the port.
9
Long Beach
CA
$4,008,250
2009
San Pedro Bay Port
Communities (Los
Angeles)
108
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
Names of EJ
Communities
Potentially Affected by
DERA Grants
Reducing Diesel
Emissions at Port of
Oakland
The EPA has selected the Bay Area
Air Quality Management District for
$2 million in funding to retrofit 81
trucks with Diesel Particulate Filters
(DPFs) and replace 22 dirty, old
trucks with cleaner, newer ones that
operate at and around the Port of
Oakland.
9
Oakland
CA
$2,000,000
2009
West Oakland, Bay View
Hunters Point
Emerging
Technology ARRA
South Coast 90
Truck Retrofits with
Selective Catalytic
Reduction
Technology
This assistance agreement provides
funding to the South Coast Air
Quality Management District under
the American Recovery &
Reinvestment Act of 2009. This
project will retrofit 90 Class 8B
heavy-duty, on-highway, diesel
trucks with the Johnson Matthey
Selective Catalytic Reduction
Technology. The project will take
place in the South Coast Air Basin
and will work to reduce air
pollutants such as particulate
matter, nitrogen oxides, carbon
monoxide, and hydrocarbon
emissions. In addition, this project
will create 19 jobs and provide long
and short term economic benefits
for the surrounding area.
9
Los Angeles
CA
$2,000,000
2009
Los Angeles county
Emerging
Technology ARRA
South Coast
Retrofits with 90
Truck Catalytic
Continuously
Reduction
Technology
This assistance agreement provides
funding to the South Coast Air
Quality Management District under
the American Recovery &
Reinvestment Act of 2009. This
project will retrofit 90 heavy duty on-
highway diesel trucks with the
Johnson Matthey Selective
Catalytic Continuously Reduction
Technology. The project will take
place in California's South Coast Air
Basin. 19 direct jobs will be created
in the first two years.
9
Los Angeles
CA
$2,000,000
2009
Los Angeles county
109
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
Names of EJ
Communities
Potentially Affected by
DERA Grants
2009: California
School Bus Retrofits
The California Air Resources Board
will execute grant agreements with
selected air districts to complete
approx. 80 diesel retrofits on school
buses within their district
boundaries. The emission reduction
of each retrofit device is an 85%
reduction in PM emissions.
9
CA
$1,730,000
2009
multiple counties in Los
Angeles, San Joaquin,
and San Diego
Arizona Department
of Environmental
Quality
Under the American Recovery and
Reinvestment Act of 2009 funding
for the State Clean Diesel Grant
Program, the U.S. EPA funded the
Arizona Department of
Environmental Quality (ADEQ)
$1,730,000 to install electric
systems to prevent heavy-duty truck
engine idling along the Arizona-
Mexico border and rest stops in
southern Arizona. 80 truck parking
spaces. These systems will be
located at two ports of entry to
Mexico and five rest stops in
southern Arizona, which are
designated as non-attainment or
impaired for particulate matter.
9
Nogales
AZ
$1,730,000
2009
Communities along the
AZ/MX border (Nogales,
AZ)
San Joaquin Valley
Unified Air Pollution
Control District -
School Bus Retrofit
The EPA has selected the
SJVUAPCD for $4,000,000 in
funding to replace 73 school buses
model year ranging from 1977 to
1980. Thirty will have 2010
emission compliant CNG engines,
while the remaining 43 will have
2007 or newer diesel engines.
The affected counties are Fresno,
Kern, Kings, Madera, Merced, San
Joaquin, Stanislaus, and Tulare.
9
Fresno, Kern,
Kings, Madera,
Merced, San
Joaquin,
Stanislaus, and
Tulare.
CA
$4,000,000
2009
Communities in Fresno,
Kern, Kings, Madera,
Merced, San Joaquin,
Stanislaus, and Tulare.
110
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
IHH
Names of EJ
Communities
Potentially Affected by®
DERA Giants i
City of Phoenix
The EPA has selected the City of
Phoenix Public Works Department
for $829,697 in funding to retrofit 44
diesel trucks with diesel particulate
filters (DPFs), and 1 truck diesel
oxidation catalysts (DOC), and to
replace an aging refuse hauler with
a hydraulic launch assist refuse
hauler. And to purchase a transit
cleaning machine. The vehicles to
be retrofitted will be run on ultra low
sulfur diesel with 20 percent
biodiesel. These vehicles provide a
variety of services including
emergency, park maintenance,
street repair, and refuse collection,
throughout various parts of the
Phoenix metropolitan area.
9
Phoenix
AZ
$829,697
2009
Phoenix, AZ
CA DOT: Install DPF
on 46 Nonroad
Construction
Equipment
The California Department of
Transportation (Caltrans) was
selected for $951,431 in funding to
install Level 3 CARB verified diesel
particulate filters on 46 Caltrans-
owned construction equipment,
including crawler tractors,
excavators, forklifts, graders,
rollers, rubber tire loaders, surfacing
equipment, sweepers, scrubbers,
tractors, loaders, and backhoes.
This equipment will operate
throughout California, however a
large proportion will be located in
the Los Angeles, San Bernardino,
and Riverside Counties, as well as
the Bay Area.
9
CA
$951,431
2009
Los Angeles, San
Bernardino, and
Riverside Counties, Bay
Area (West Oakland and
Bay View Hunters Point)
Ill
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
IHH
Names of EJ
Communities
Potentially Affected by®
DERA Giants
Emerging
Technology ARRA
Selective Catalytic
Reduction Trucking
This American Recovery &
Reinvestment Act of 2009 funding is
provided for the implementation of
emerging technologies that achieve
diesel emissions reductions. 33
class 8A privately-owned, long-haul
diesel trucks that travel in the San
Joaquin Valley will be retrofitted
with emerging selective catalytic
reduction technologies.
9
CA
$1,260,906
2009
San Joaquin Valley Ag
Communities
San Joaquin Valley
Unified Air Pollution
Control District - Ag
Offroad Repower
The EPA has selected the
SJVUAPCD for $2,000,000 in
funding to repower 30 agricultural
off-road vehicles with new engines
that meet or exceed EPA's tier 3
emission standards for nonroad
diesel engines. This project is
expected to significantly reduce
particular matter (PM), nitrogen
oxides, and carbon monoxide
emissions.
9
CA
$2,000,000
2009
San Joaquin Valley Ag
Communities
Port of Los Angeles
Diesel Emission
Reduction Projects
for Equipment and
Vessels
The City of Los Angeles Harbor
Department, also known as Port of
Los Angeles, was selected for
$1,991,750 in funding to replace,
repower, and/or retrofit a total of 24
pieces of equipment (27 engines),
including harbor craft, currently in
operation at the port. The emission
reductions achieved from this
project will improve air quality and
health in the surrounding areas.
(Note: 2 tug boats with 3 engines
each are being affected, so total
number of engines is 27, not 24)
9
Los Angeles
CA
$1,991,750
2009
San Pedro Bay Port
Communities (Los
Angeles), Willmington
112
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
IHH
Names of EJ
Communities
Potentially Affected by®
DERA Giants i
Nevada State Clean
Diesel Program:
School Bus
Replacement
Program
Replace the 17 oldest, highest
mileage diesel school buses
operated by each of the 17 school
districts in Nevada. These districts
comprise areas from the urban
centers of Las Vegas and Reno, to
the suburban areas surrounding the
cities, to small towns and vast rural
areas. Target model year: 1991 and
older. Many of these older buses
are operated by rural school
districts. The oldest buses will be
replaced with new buses meeting
either 2007 or 2010 EPA emission
standards (some manufacturers
may have buses meeting 2010
standards available in 2009).
9
Reno; Las Vegas
NV
$1,730,000
2009
Reno; Las Vegas, NV
Hawaii State Clean
Diesel Grant
Program
The Department of Health will
partner with the Department of
Education to replace 7 vehicles (3
school buses, 4 trucks), University
of Hawaii to replace 4 vehicles (2
refuse trucks and 2 dump trucks)
9
HI
$1,730,000
2009
Honolulu, HI
South Coast
Repower 8
Locomotives
This project repowers eight older
existing switch locomotives with
new nonroad engines, also known
as a generator set switch
locomotive. Switch locomotives
typically operate in and around rail
yards to put trains together and
move railcars locally between rail
yards. The affected locomotives are
owned by Union Pacific Railroad
and BNSF Railway, and operate in
the South Coast Air Basin.
9
CA
$8,888,888
2009
Los Angeles, CA
113
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
IHH
Names of EJ
Communities
Potentially Affected by®
DERA Giants
Port of San
Francisco Shore
Side Power at Pier
27
Install a shoreside power system at
Pier 27 for cruise ships. The project
will consist of the design, purchase,
and installation of a shore-to-ship
electrical connection system with
appropriate infrastructure to provide
a dual voltage, 6.6 kV/11 kV system
with design capacity of at least 16
megawatts for berthed cruise ships.
9
San Francisco
CA
$1,000,000
2010
San Francisco (Bay View
- Hunter's Point);
Oakland (West Oakland)
Arizona Clean
Trucks
-Replace 8 heavy-duty Class 8a
diesel delivery trucks with CNG
trucks- Replace 2 heavy-duty Class
8a diesel over-the-road (OTR)
tractors with 2010 clean diesel
trucks- Replace 2 medium-duty
Class 2 diesel route trucks with all-
electric trucks- Retrofit 48 trailers
and 49 tractors with SmartWay low-
rolling resistance tiresThe 2 Frito-
Lay private fleets operate in
Phoenix, AZ (Maricopa/Pinal
county) and in Casa Grande, AZ
(Pinal county), located south of
Phoenix in a major corridor between
Phoenix and Tucson.Models of new
technologies:CNG trucks: M2 112
conventional chassis with 2010
Cummins ISL-G enginesElectric
trucks: Smith Electric Vehicle
Newton ModelDiesel trucks: 2010
Volvo D13 enginesLow-rolling
resistance tires: Bridgestone R280
(steer tires, tractors), Bridgestone
M720 (drive tires, tractors),
Bridgestone R195 (trailers)
9
Phoenix
AZ
$610,828
2010
Phoenix, AZ
114
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
IHH
Names of EJ
Communities
Potentially Affected by®
DERA Giants i
Hawaii 2010 Clean
Diesel Initiative
To convert 60 paratransit buses
from using ULSD to B20 Biodiesel
fuel, and to install DPFs on 4
construction equipments (3 pavers
and 1 roller) owned by Grace
Pacific Corporation
9
Honolulu
HI
$300,000
2010
Honolulu, HI
On Road Heavy
Duty Truck
Replacement
Replace 48 on-road heavy-duty
trucks which function as long haul
transport, general delivery, bulk
transport and general cargo,
program
9
Fresno
CA
$1,796,474
2010
Fresno, CA (SJV)
SCAQMD School
Bus Replacement
Project
To replace 43 pre-1994 Type D
diesel school buses with CNG
buses powered by 2010 EPA and
CARB compliant engines. The
targeted fleet vehicles will be
operated throughout the basin with
an emphasis on the Wilmington
area.
9
Wilmington area,
SCAB
CA
$1,065,465
2010
San Pedro Bay Port
Communities (Los
Angeles), Willmington
Port of Los Angeles
Flex-Grid System for
Alternative Maritime
Power
Non-grid-based shorepower. Flex-
Grid System utilizes Guascor
engine generators fueled by
liquefied natural gas (LNG) to be
used at the APL terminal. APLwill
retrofit 5 project vessels for shore
power connectivity by mid-2010.
EPA funding will be used to
purchase equipment needed for the
shore power infrastructure used by
the system. This infrastructure will
be 100 percent re-usable when
grid-based electricity becomes
available from the Los Angeles
Department of Water and Power.
9
Los Angeles
CA
$1,212,838
2010
San Pedro Bay Port
Communities (Los
Angeles), Willmington
115
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
Names of EJ
Communities
Potentially Affected by
DERA Grants
Harbor Craft/Cargo-
Handling Equipment
Repower and
Retrofit Project
This project will repower 3 vessels
and 1 piece of cargo-handling
equipment (a total of 7 engines) and
retrofit 4 pieces of cargo-handling
equipment. POLB is partnering with
2 harbor craft companies and three
tenants for the project
9
Long Beach
CA
$1,648,035
2010
San Pedro Bay Port
Communities (Los
Angeles), Willmington
Repower
Locomotives in the
South Coast Air
Basin
Repower 2 switch (yard)
locomotives operating in the South
Coast Air Basin each with 3 new
Tier-3 nonroad engines (genset
switch locomotive repowers).
The repowered genset switch
locomotives will be owned by UP
and BNSF, or other railroads, and
primarily operate in the South Coast
Air Basin.
9
Los Angeles
CA
$1,949,496
2010
San Pedro Bay Port
Communities (Los
Angeles), Willmington
Repower
locomotives in the
San Joaquin Valley
Air Basin
Repower 1 switch (yard) locomotive
operating in the San Joaquin Valley
Air Basin with 3 new Tier-3 nonroad
engines (genset switch locomotive
repower).
The repowered genset switch
locomotive will be owned by UP and
BNSF, or other railroads, and
primarily operate in the San Joaquin
Valley Air Basin.
9
Fresno
CA
$1,000,000
2010
Fresno, CA (SJV)
116
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
Names of EJ
Communities
Potentially Affected by
DERA Grants
Repower
locomotives in the
San Francisco Air
Basin
Repower 1 switch (yard) locomotive
operating in the San Francisco Air
Basin with 3 new Tier-3 nonroad
engines (genset switch locomotive
repower). The repowered genset
switch locomotive will be owned by
UP and BNSF, or other railroads,
and primarily operate in the San
Francisco Air Basin.
9
Richmond
CA
$1,000,000
2010
San Pedro Bay Port
Communities (Los
Angeles), Willmington
Emerging
Technology FY 2008
Catalytic
Regenerating
Technology Trucking
Project
This project will retrofit 43 heavy
duty class 8 on-road diesel trucks
with the Johnson Matthey Selective
Catalytic Regenerating Technology.
This emerging technology is
estimated to reduce nitrogen
oxides, particulate matter, carbon
monoxide, and hydrocarbons. The
project will help improve air quality
in the South Coast Air Basin, which
is in non-attainment for particulate
matter 2.5 and 8-hour ozone.
9
Los Angeles
CA
$900,000
2008
Los Angeles
2008 State DERA
Grant: WA: Clean
Diesel Grant
Program
The repowered genset switch
locomotive will be owned by UP and
BNSF, or other railroads, and
primarily operate in the San Joaquin
Valley Air Basin.
10
Seattle
WA
$295,320
2008
Communities adjacent to
rail yard
Treasure Valleys
Clean School Bus
Project
The project will fund the installation
of Environmental Protection Agency
(EPA) or California Air Resources
Board (CARB) verified retrofit
exhaust emission control
technologies on heavy-duty diesel
school bus engines in Treasure
Valley, Idaho.
10
Boise
ID
$500,000
2008
Vallivue and Nampa
school districts in the
Treasure Valley
117
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
HH
Names of EJ
Communities
Potentially Affected by
DERA Grants
Puget Sound Ports
Cargo-Handling
Equipment
Replacement and
Retrofit Program
This project will retrofit 84 pieces of
cargo handling equipment at the
Puget Sound Ports ofTacoma and
Seattle with a combination of diesel
particulate filters or partial flow
filters, and crankcase ventilation
filters.
10
Seattle
WA
$850,000
2008
EJ communities affected
are those in the Ports of
Seattle and Tacoma
areas
2008 State DERA
Grant: OR: State
Clean Diesel Grant
Program
This project will fund diesel retrofits
and repowers in Oregon. The
project will support Oregon's clean
diesel goal by 1.) reducing
exposure to diesel emissions in the
most populous area of the state and
2.) reducing exposure to diesel
emissions by the most vulnerable
populations.
10
Portland
OR
$295,320
2008
Portland-Multnomah
Clean Diesel
Partnership
The project will fund the installation
of verified retrofit exhaust emission
control technologies on the City of
Portland and Multnomah County's
nonroad construction diesel fleet as
well as on contractor owned,
leased, or rented off-road
construction equipment. The EPA
funding will also be used to pilot a
clean diesel contracting policy for
construction contractors'
requirements for a number of
upcoming large-scale construction
projects in areas of poor air quality.
10
Portland
OR
$498,726
2008
Small portion of grant
located in northeast
Portland
118
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
IHH
Names of EJ
Communities
Potentially Affected by®
DERA Giants i
Treasure Valley
Clean School Bus
Project
The project will fund the installation
of verified retrofit exhaust emission
control technologies on 50 school
buses (operated by private
contractors in the Treasure Valley)
per funding period. It will also
extend the implementation of an
anti-idling program already being
undertaken by the Idaho
Department of Environmental
Quality (IDEQ).
10
Boise
ID
$295,320
2008
EJ Communities
affected: Lewiston,
Blackfoot, and Madison
(Rexburg) School
Districts
State Clean Diesel
Grant Program -
Alaska DERA State
Allocation
This project will increase the fuel
efficiency of stationary source
diesel power generation in small
scale settings typical in Alaska
villages. Additional projects under
negotiation include powerplant
retrofits, development/use offish oil
and waste vegetable oil derived
biodiesel, Port of Anchorage
retrofits and marine repower.
10
Anchorage
AK
$295,320
2008
EJ Community affected:
Rural Alaska and Native
Villages in the
Fairbanks/Juneau area
Puget Sound
Krystallon Marine
Scrubber
Krystallon Particular Matter
Seawater Scrubber installation.
10
Seattle
WA
$1,176,243
2009
Port of Seattle,
South Seattle area
Cascade Sierra
Solutions
This project will reduce diesel
emissions by retrofitting heavy-duty
diesel- powered vehicles with
verified aerodynamic technologies
in ID, OR, and WA. By deploying
the technologies on trailers used in
long-haul applications it will reduce
diesel emissions by approximately
12% at highway speeds. This
project will involve a total of 1,554
trailers.
10
Coburg
OR
$907,072
2009
EJ communities along I-5
corridor
119
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
IHH
Names of EJ
Communities
Potentially Affected by®
DERA Giants i
City of Portland
This project will allow the purchase
and installation of verified diesel
particulate filters, partial flow filters
and diesel oxidation catalysts on
construction equipment. Fuel fired
heaters are also proposed for
equipment owned by Portland and
Multnomah County. This funding
will also be used to pilot a clean
diesel contracting policy. This
project will retrofit approximately
161 pieces of equipment and install
237 fuel-operated heaters which will
reduce diesel emissions.
10
Portland
OR
$1,622,348
2009
Small portion of grant
located in northeast
Portland
Idaho ARRA Diesel
Project
Retrofit 350 school buses or
publicly owned vehicles with Level I
retrofit technologies (oxidation
catalysts and crankcase filtration
systems) for a total of $700,000 or
an equivalent number based on this
amount with Level II and/or III
retrofit technologies.Retrofit 75
school buses with anti-idling
technology for a total of
$200,000.Replace 14 school buses
in publicly owned fleets for a total of
$643,762.
10
ID
$1,730,000
2009
EJ Community affected:
Ada County and
American Falls, Blaine,
Bliss, Bonneville,
Culdesac, Firth, Garden
Vly, Glenns Ferry,
Hagerman, Idaho Falls,
ISDB, Jerome, Kendrick,
Kootenai, Lawai,
MacKay, Marsing, New
Plymouth, Notus,
Payette, Potlatch,
Rockland, So Lemhi, St.
Maries School Districts.
120
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
IHH
Names of EJ
Communities
Potentially Affected by®
DERA Giants i
Oregon Department
of Environmental
Quality
Retrofit public municipal vehicles,
transit vehicles, and construction
equipment within one air quality
non-attainment and one air quality
maintenance area in OR. EPA
funds will be used to retrofit
approximately 200-280 diesel
vehicles and equipment. DEQ
anticipates retrofitted fleets to
include municipal vehicles from
Lane county, the city of Lake
Oswego and the city of Milwaukee;
Portland-area transit buses from
Tri-Met; and construction equipment
from construction equipment rental
companies in the Portland
metropolitan area.
10
Portland
OR
$1,730,000
2009
EJ Community affected:
Beaverton / Klamath
School District in North
Portland; Lane Klamath,
and Washington
Counties
121
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
IHH
Names of EJ
Communities
Potentially Affected by®
DERA Giants i
Washington State
Department of
Ecology
Exhaust Emissions Controls,
Engine Repowers and Engine
Upgrades for Cargo Handling
Equipment at Ports: Ecology will
use about $1,223,205 of its 2009
DERA state allocation to purchase
and install partial flow filters and
diesel oxidation catalysts on cargo
handling equipment at ports in
Washington State. The Ports of
Seattle and Tacoma, the
Department of Ecology, the Puget
Sound Clean Air Agency, and the
Port's tenants are collaborating in a
voluntary, non-regulatory program
to reduce diesel emissions. Idle
Reduction Technologies for Public
Fleets: Ecology will use knowledge
gained from these pilot projects to
start a statewide idle reduction
program for public fleets.
10
WA
$1,730,000
2009
122
-------
Recipient
Project Description
EPA
Region
State
EPA Funding
IHH
Names of EJ
Communities
Potentially Affected by®
DERA Giants i
State of Alaska
Department of
Environmental
Conservation
The project will retrofit equipment
and replace vehicles operated and
maintained by the Alaska
Department of Transportation and
the Alaska Railroad. ADEC will also
request proposals for diesel anti-
idling projects. The overall
approach to spreading the funding
will reduce emissions all over the
state, and includes emission
reduction work in Fairbanks, a non-
attainment area for fine particulate.
-Alaska Railroad: Upgrade 2
diesel/electric locomotives GP40-2
in 2010 to EPA Tier 1 compliance
- DOT: Replace 3 1985 diesel
equipment in Fairbanks
-ADEC Grant Program: Install anti-
idling (engine pre-heaters) on about
80 heavy-duty vehicles (buses,
trucks)
10
Seward; Whittier,
Anchorage,
Talkeetna, Denali
National Park,
and Fairbanks
AK
$1,730,000
2009
EJ Community affected:
Whittier, Anchorage,
Talkeetna, Denali
National Park, Fairbanks
area
Port of Tacoma
This project will install a shore-side
electrical connection system and
alternative maritime power at the
Totem Ocean Trailer Express
(TOTE) Terminal in Tacoma. TOTE
will retrofit two ocean-going vessels
and add certified ship-side
technology. This will eliminate
diesel emissions from two vessels
while at berth in the Port of
Tacoma.
10
Tacoma
WA
$1,488,080
2009
adjacent to Puyallup
tribal reservation
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Recipient
Project Description
EPA
Region
State
EPA Funding
IHH
Names of EJ
Communities
Potentially Affected by®
DERA Giants i
Puget Sound Clean
Air Agency
This project will reduce particulate
matter, hydrocarbon and carbon
monoxide emissions from two
private marine harbor vessels
10
Seattle
WA
$739,577
2009
EJ communities affected:
Puget Sound region most
specifically communities
around the Ports of
Seattle and Tacoma
Puget Sound Clean
Air Agency
This project repowers 3 Burlington
Northern Santa Fe (BNSF)
locomotive switcher engines
operating in the Puget Sound
region a non-attainment area for
particulate matter and EPA ranked
in the top 5 percent nationally for
potential cancer risk from air toxics.
10
Seattle
WA
$2,534,511
2009
EJ communities affected:
Puget Sound region most
specifically communities
around the Ports of
Seattle and Tacoma.
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Recipient
Project Description
EPA
Region
State
EPA Funding
IHH
Names of EJ
Communities
Potentially Affected by®
DERA Giants i
Idle Reduction for
School Buses
This project achieves significant
diesel emission and greenhouse
gas reductions by providing and
installing EPA verified, engine pre-
heater and cabin heaters on 230
public school buses at eleven
school districts in Washington State
10
Olympia
WA
$875,972
2010
EJ Communities
Affected: School Districts
in; Kelso, Tonasket,
Central Valley, East
Valley, West Valley
(Spokane) and East
Valley, Naches, Wapato,
West Valley (Yakima)
Green Machines
Program
Replace 21 1991-1995 model year
diesel trucks with 2010-2011 clean
diesel trucks
Replace 20 1990-2001 model year
diesel trucks with 2008-2011 diesel
electric hybrid truck
Partners: Coca-Cola Enterprises,
Inc. (Coca-Cola) and Pacific
Shredco, LLC (Shred-lt)-
10
Portland
OR
$482,476
2010
Communities affected:
Portland OR metro and
Seattle/Tacoma WA
urban areas
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Appendix D
Acronyms
AAMG
Ambient Air Monitoring Group
AAPA
American Association of Port Authorities
ARRA
American Recovery and Recovery Act
ASHTO
American Association of State of Highway
Transportation
CAA
Civil Aviation Authority
CAO
Civil Aviation Organization
CARB
California Air Resources Board
CARE
Community Action for a Renewed
Environment
CARRI
Community and Regional Resilience Institute
CBO
Central Business Office
CFS
Community Facilitated Strategies
CG
Collaborative Governance
CMAQ
Congestion Mitigation and Air Quality
CRA
Community Reinvestment Act
CSATAM
Community-Scale Air Toxics Ambient
Monitoring
DATI
Detroit Air Toxics Initiative
DEARS
Detroit Exposure and Aerosol Research
Study
DEQ
Diesel Emissions Quantifier
DERA
Diesel Emission Reduction Act
DNR
Emission Control Area
DOT
Energy Policy Act
DTSC
Department of Toxic Substances Control
ECA
Emissions Control Area
ECOS
Environmental Commissioners of the States
EFAB
Environmental Financial Advisory Board
EHC
Environmental Health Coalition
EJ
Environmental Justice
EMS
Environmental Management System
Epact
Energy Policy Act
FAA
Federal Aviation Administration
FACA
Federal Advisory Committee Act
FDIC
Federal Deposit Insurance Corporation
FHWA
Federal Highway Administration
FLEET
SmartWay's model for fleet assessment
FRA
Federal Railroad Administration
GETF
Global Environment & Technology
Foundation
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GIS
Geographic Information System
HAD
Health Assessment Document
HAP
Hazardous Air Pollutant
HEI
Health Effects Institute
HHS
Health and Human Services
HIA
Health Impact Assessment
HRA
Human Resources Administration, Housing
and Redevelopment Authority
HUD
Housing and Urban Development
ICAO
International Civil Aviation Organization
ICC
Interstate Commerce Commission
IDHA
International District Housing Alliance
IMO
International Marine Organization
MPO
Metropolitan Planning Organization
MSAT
Mobile Source Air Toxics
NAAQA
National Ambient Air Quality Act
NAAQS
National Ambient Air Quality Standards
NCDC
National Clean Diesel Campaign
NCER
National Center for Environmental Research
NCI
National Cancer Institute
NEDC
Northeast Diesel Collaborative
NEJAC
National Environmental Justice Advisory
Council
NEPA
National Environmental Policy Act
NGO
Non-Governmental Organization
NIEHS
National Institute of Environmental Health
Sciences
NIOSH
National Institute of Occupational Safety and
Health
N02
nitrous oxide
NRDC
Natural Resources Defense Council
NVFEL
National Vehicle, Fuels and Emissions
Laboratory
OAQPS
EPA's Office of Quality Planning and
Standards
OAR
EPA's Office of Air and Radiation
OECA
EPA's Office of Enforcement and
Compliance Assurance
OEJ
EPA's Office of Environmental Justice
OFA
Office of Federal Activities
OPEI
Office of Policy, Economics and Innovation
ORD
Office of Research and Development
OTAQ
Office of Transportation and Air Quality
PM
particulate matter
RFA
Request for Application
RFP
Request for Proposal
127
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RLF
Regional Leadership Forum
SDEV
Southwest Detroit Environmental Vision
SEP
Supplemental Environmental Project
SIP
State Implementation Plan
STAR
Science to Achieve Results
TRB
Transportation Research Board
TRI
Toxics Release Inventory
TrIPS
Trucking Industry Particle Study
ULSD
Ultra Low Sulphur Diesel
VOCs
Volatile Organic Compounds
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