# Presentation: 056773

## PM Control Strategies for Mobile Sources

- Presentation for PM2.5 Implementation Workshop
- June 21, 2007
- Gary Dolce
- U.S. EPA
- Office of Transportation and Air Quality

## Outline

- Federal Measures
- Long Duration Idling Reduction
- Trucks
- Locomotives
- Diesel Retrofits
- Commuter projects
- SmartWay projects

## Federal Measures

- 2006: Highway diesel sulfur levels capped at 15 ppm
- 2007: Highway heavy duty diesel standard
- 2001–2006: Tier 2 and Tier 3 nonroad diesel standards
- 2007: Nonroad diesel sulfur levels capped at 500 ppm
- 2008: Tier 4 nonroad diesel standard for <75 hp begins
- 2011–2015: Phase-in of advanced technology Tier 4
- 2010: Nonroad diesel sulfur levels capped at 15 ppm

## National PM2.5 emissions

## Long Duration Truck Idling – Opportunities for Reductions

- Emissions from:
- 500,000-1 million heavy-duty idling trucks
- Average idle/rest period:  1,800-2,400 hrs/yr
- Locations:  private truck stops, public rest areas, company terminals, ports, borders, and near drop-off/pick up location

## Long Duration Truck Idling - Guidance

- Guidance released January 2004
- Focus on Class 8 trucks
- Two idle reduction strategies
- Stationary
- Truck stop electrification (TSE)
- Mobile
- Auxiliary power units (APUs)
- Provide PM and NOx reductions

## Long Duration Truck Idling – SIP Requirements

- General SIP requirements
- Quantifiable, surplus, federally enforceable, permanent, adequately supported
- For TSE projects, need to document historic idling activity and monitor usage of TSE equipment
- For APUs, need to come up with reliable estimates of operation of APUs in the nonattainment area

## Long Duration Truck Idling – Limitation on Reductions

- MOBILE6.2 does not separately account for long duration idling, but some of this idling is included in MOBILE emission factors
- Based on analysis of MOBILE emission factors, not more than 3.4% of the emission factor for Class 8 trucks is due to long duration idling
- Total allowable emission reductions from idling projects cannot exceed 3.4% of the Class 8 truck inventory

## Long Duration Truck Idling - Quantification

- Guidance provides emission factors for long duration idling
- PM emission factor is 2.52 g/hr in 2009
- For TSEs, emission reduction is hours of idling reduced multiplied by idling emission factor
- For APUs, need to include emissions of APUs
- Emission reduction = (hours of idling * idling emission factor) – APU emissions
- Details in guidance

## Long Duration Locomotive Idling – Opportunities for Reductions

- Emissions from:
- Approximately 5,000 locomotive switchers
- Average idling times:  3,000-5,000 hours/yr
- Locations:  switch yards

## Long Duration Locomotive Idling - Guidance

- Guidance released January 2004
- Focus on switch yard locomotives (SYL)
- Two idle reduction strategies
- Stationary
- Stationary locomotive parking electrification
- Mobile
- Auxiliary power units (APUs)
- Provide PM and NOx reductions

## Long Duration Locomotive Idling – SIP Requirements

- General SIP requirements
- Demonstrate that SYL emissions (including idling) are included in the inventory
- For electrification projects, need to document historic idling activity and monitor usage of electrification equipment
- For APUs, need to come up with reliable estimates of operation of APUs in the nonattainment area

## Long Duration Locomotive Idling - Quantification

- Guidance provides emission factors for long duration idling
- PM emission factor is 26 g/hr for 2-stroke and 32 g/hr for 4-stroke
- For electrification projects, emission reduction is hours of idling reduced multiplied by idling emission factor
- For APUs, need to include emissions of APUs
- Emission reduction = (hours of idling * idling emission factor) – APU emissions
- Details in guidance

## Diesel Retrofits – Opportunities for Reductions

- Diesel retrofit projects are a cost-effective way to improve air quality  and protect public health
- Emissions reductions up to 90% for PM, 50% for NOx, and 90% for VOC
- Cost effectiveness document available at:
- http://www.epa.gov/otaq/stateresources/policy/general/420b07006.pdf
- Transportation bill (SAFETEA-LU) directs MPOs to give priority to funding diesel retrofits under Congestion Mitigation and Air Quality Improvement Program (CMAQ) ($8.6 B over 5 years)
- Nonroad retrofits are now eligible for CMAQ dollars

## Diesel Retrofits - National Clean Diesel Campaign

- The Campaign seeks to reduce emissions from the 11 million diesel engines in the existing fleet through:
- Technology verification
- Rigorous EPA test program
- MOA between EPA and CARB
- Many retrofit technologies already verified
- _[http://www.epa.gov/otaq/retrofit/retroverifiedlist.htm](http://www.epa.gov/otaq/retrofit/retroverifiedlist.htm)_
- Incentives such as grants, innovative financing, and others
- Coalition-building and outreach
- Technical and policy analysis

## Diesel Retrofits – Guidance

- Released June 9, 2006
- Applies to:
- Highway and nonroad diesel vehicles, engines, and equipment
- EPA and CARB verified technologies for PM, NOx, and VOC reductions
- Engine replacements or early replacement of vehicles or equipment

## Diesel Retrofits – SIP Options 

- Highway and nonroad retrofit reductions must meet same requirements as any other SIP control measure
- Current guidance addresses retrofit projects as:
- A voluntary measure, under the Voluntary Mobile Source Emission Reduction Program (VMEP) SIP guidance
- 3% VMEP cap could be exceeded on a case-by-case basis through SIP approval process
-  A mandatory measure (no cap on reductions)
- e.g., where states/cities require retrofitted equipment in their transportation construction contracts
- Guidance notes that preemption issues under CAA Section 209 may apply in some cases for retrofits, so consult with EPA

## Diesel Retrofits - Quantifying Reductions

- In California, need to consult with EPA Region 9 and ARB on appropriate methods to quantify emission reductions from retrofit projects
- For the rest of the country, EPA recommends use of National Mobile Inventory Model (NMIM)
- NMIM is a new inventory development tool that creates input files, runs MOBILE6.2 and NONROAD, and processes output
- NMIM includes capability to estimate reductions from retrofit projects based on user inputs
- User can input number of vehicles retrofit, model years and types of vehicles retrofit, average annual miles or hours of use, % reduction for retrofit technology, etc.
- EPA will review alternative approaches on a case-by-case basis

## Diesel Retrofits – Using NMIM

- Run NMIM twice
- Base case without retrofit project inputs
- Control case with retrofit project inputs
- All other inputs should be the same in both cases
- Retrofit reduction is difference between the two cases
- If not using NMIM to generate local inventory, then calculate percentage difference between base and control case and apply that percentage to the local inventory

## Diesel Retrofits – Key NMIM inputs

- Retrofit parameters
- Separate onroad and nonroad files
- Describe the retrofit project (pollutants, effectiveness, implementation dates)
- Fleet information parameters
- Separate onroad and nonroad files
- Describe the specific fleet that the retrofit project applies to (vehicle class, number, activity)

## Diesel Retrofits – Verified Technologies List

- Provides the percent effectiveness of particular technology that is being applied in the retrofit project
- Use the EPA-verified technologies list at:
- _[http://www.epa.gov/otaq/retrofit/retroverifiedlist.htm](http://www.epa.gov/otaq/retrofit/retroverifiedlist.htm)_
- Or use link to CARB-verified technologies
- Apply reductions only to the categories of vehicles or engines and the model years for which they have been specifically verified
- Note that some technologies result in increases in emissions for some pollutants
- Be sure to include all effects for any pollutants for which the local area is nonattainment or maintenance

## Slide 22

## Diesel Retrofits – Number of vehicles or population

- The number of vehicles in the fleet that have been retrofitted
- Estimate projected attrition in future years
- Example:
- In 2007, retrofit a fleet of model year 1999 vehicles
- How many will still be in use in 2009? 2014?
- Can use best estimate of useful life based on past experience
- Use interagency consultation process to resolve questions

## Diesel Retrofits – Average annual mileage or hours of activity

- Onroad file uses average annual mileage
- Nonroad file uses average hours per year equipment is operated
- Nonroad file includes an additional line for monthly activity allocation to account for seasonal variation in nonroad equipment use
- Enter 12 monthly activity fractions, or
- Enter “DEFAULT” to use NONROAD model defaults

## Diesel Retrofits – Activity data issues

- Possible sources of data
- Maintenance records, user logs, fuel records
- Account for activity that occurs in the nonattainment area
- In absence of specific information, use interagency consultation process to determine best available information
- Agencies could agree to use local average estimates in the absence of better information

## Diesel Retrofits – Quantifying replacement projects

- Set retrofit effectiveness at 0
- Run NMIM twice
- Base case – enter model year of engines being replaced
- Control case – enter model year of replacement engines
- Replacement reduction is difference between the two cases

## Diesel Retrofits – Quantifying replacement projects

- Reductions should not be used beyond the remaining useful life of the engines being replaced
- Example: If a model year 2001 truck with a typical useful life of 10 years is replaced by a model year 2007 truck, emission reductions are available for calendar years 2007 through 2011
- Can use best estimate of useful life based on past experience
- Use interagency consultation process to resolve questions

## Best Workplaces for Commuter Programs - Guidance

- Guidance released October 2005
- Applies to Best Workplaces for Commuters (BWC) and other commuter benefit programs that reduce vehicle trips and miles
- Employer-paid transit passes
- Employer-paid vanpool benefits
- Telework
- Parking cash-out

## Best Workplaces for Commuter Programs – SIP requirements

- General SIP requirements
- Need to account for seasonality
- For PM, year-round commuter programs may be preferable to ozone season commuter programs
- Make sure that reductions are not already in the baseline

## Best Workplaces for Commuter Programs – Quantification

- For regionally significant commuter projects, reductions should be calculated in the context of the area’s regional travel demand forecasting
- Interagency consultation used to determine regional significance
- Details in guidance
- For non-regionally significant projects, estimate miles and trips reduced and multiply by vehicle emission factors
- Can use COMMUTER model or another appropriate model to handle travel data but must use locally-generated MOBILE6.2 emission factors

## Best Workplaces for Commuter Programs – Data

- When developing input data for modeling, you should consider
- Reasonable assumptions for employee participation
- Experience from other areas
- Elasticity assumptions for travel decisions

## SmartWay Projects - Guidance

- Guidance release is imminent
- Focus is on Class 8 trucks
- Applies to trucks with certain types of aerodynamic devices and low rolling resistance tires
- Provides NOx reductions
- No direct PM reductions

## SmartWay Projects - Quantification

- Recommended method uses NMIM
- Reductions vary by speed – up to 10% reduction in NOx at 65 mph
- Guidance explains how to apply retrofit function in NMIM to estimate emission reductions on different roadway types at different average speeds.

## Sources of information

- These guidance documents, and others that might be applicable are at:
- _[http://www.epa.gov/otaq/stateresources/policy/pag_transp.htm](http://www.epa.gov/otaq/stateresources/policy/pag_transp.htm)_
- If you are considering control measures not covered by guidance documents on this web page, contact your Regional office early in the process.