South Coast Air Quality Management District

www.aqmd.gov

Cleaning the air that we breathe...TM

Technology 

Advancement Office

March 2013

Clean Fuels Program

2012 Annual Report

and 2013 Plan Update
*Technology Committee Members **Technology Committee Chairman

South Coast Air Quality Management District

Governing Board

Chairman

William A. Burke, Ed.D.

Assembly Speaker Appointee

County Representatives

Michael D. Antonovich

Supervisor, Los Angeles County

Shawn Nelson

Supervisor, Orange County

Josie Gonzales

Supervisor, San Bernardino County

John J. Benoit**

Supervisor, Riverside County

State Representatives

Dr. Clark E. Parker, Sr.*

Senate Rules Committee Appointee

Joseph K. Lyou, Ph.D.

Governor’s Appointee

Vice Chairman

Dennis R. Yates*

Mayor, City of Chino

San Bernardino County Cities

Cities Representatives

Jan Perry*

Councilmember, City of Los Angeles

City of Los Angeles

Michael Cacciotti

Councilmember, City of South Pasadena

Los Angeles County, Eastern Region

Judith Mitchell*

Mayor ProTem, City of Rolling Hills

Los Angeles County, Western Region

Miguel A. Pulido*

Mayor, City of Santa Ana

Orange County Cities

Ben Benoit

Councilmember, City of Wildomar

Riverside County Cities

Executive Officer

Barry R. Wallerstein, D.Env.

2012 Annual Report & 2013 Plan Update

March 2013

South Coast Air Quality Management District

Technology Advancement Office

Chung S. Liu, D.Env, Deputy Executive Officer, Science & Technology Advancement

Matt Miyasato, Ph.D., Assistant Deputy Executive Officer, Technology Advancement Office

Henry Hogo, Assistant Deputy Executive Officer, Mobile Sources

Lourdes Cordova Martinez, Community Relations Manager

Fred Minassian, Director of Technology Implementation

Dipankar Sarkar, Technology Demonstration Manager

Al Baez, Program Supervisor

Connie Day, Program Supervisor

Ranji George, Program Supervisor

Joseph Impullitti, Program Supervisor

Lisa Mirisola, Program Supervisor

Larry Watkins, Program Supervisor

Vicki White, Program Supervisor

Brian Choe, Air Quality Specialist

Mark Coleman, Air Quality Specialist

Jeff Cox, Air Quality Specialist

Patricia Kwon, Air Quality Specialist

Von Loveland, Air Quality Specialist

Ashkaan Nikravan, Air Quality Specialist

Shashi Singeetham, Air Quality Specialist

Greg Ushijima, Air Quality Specialist

Mei Wang, Air Quality Specialist

Andrew Yoon, Air Quality Specialist

Vasken Yardemian, Sr. Staff Specialist

Greta Grier, Air Quality Inspector II

Arun Kumar, Air Quality Inspector II

Laurie Diton, Senior Administrative Secretary

Drue Hargis, Senior Administrative Secretary

Pat Krayser, Senior Administrative Secretary

Marjorie Eaton, Secretary

Penny Shaw Cedillo, Secretary

Donna Vernon, Secretary

Lani Montojo, Staff Assistant

Michelle White, Staff Assistant

Christina Kusnandar, Contracts Assistant

Benigna Taylor, Contracts Assistant

Ana Troccoli, Contracts Assistant

Deanna Doerr, Senior Office Assistant

Lizette Acosta, Office Assistant

Other Staff Contributors

Philip Barroca, Air Quality Specialist

Lori Berard, Air Quality Specialist

David Coel, Program Supervisor

Wei Li, Air Quality Specialist

Frank Motavassel, Air Quality Specialist

Adewale Oshinuga, Program Supervisor

Jean Ospital, Ph.D., Health Effects Officer, Planning, Rule Development & Area Sources

Randall Pasek, Ph.D., Off-Road Mobile Source Manager

Dean Saito, On-Road Mobile Source Manager

Richard Carlson, Air Quality Specialist

2012 Annual Report & 2013 Plan Update

i March 2013

Table of Contents

EXECUTIVE SUMMARY......................................................................................Ex-1

Clean Fuels Program............................................................................................... 1

Program Background ......................................................................................................................... 1

2012 Overview................................................................................................................................... 1

The Need for Advanced Technologies & Clean Fuels....................................................................... 2

Program Funding ............................................................................................................................... 5

Core Technologies............................................................................................................................. 6

Program Review................................................................................................................................. 9

Program Strategy and Impact............................................................................... 11

Scope and Benefits of the Clean Fuels Program.............................................................................. 11

Overcoming Barriers........................................................................................................................ 12

Research, Development and Demonstration................................................................................14

Technology Deployment and Commercialization .......................................................................17

2012 FINANCIAL SUMMARY ................................................................................. 21

Funding Commitments by Core Technologies ................................................................................ 21

Review of Audit Findings................................................................................................................ 22

Project Funding Detail ..................................................................................................................... 23

Project Summaries by Core Technologies....................................................................................... 31

Infrastructure and Deployment ....................................................................................................31

Fuels/Emissions Studies ..............................................................................................................34

Emission Control Technologies...................................................................................................36

Electric/Hybrid Technologies & Infrastructure ...........................................................................37

Hydrogen Technologies & Infrastructure ....................................................................................42

Health Impacts Studies................................................................................................................44

Stationary Clean Fuel Technologies............................................................................................46

Outreach & Technology Transfer................................................................................................47

PROGRESS IN 2012............................................................................................... 53

Key Projects Completed................................................................................................................... 53

2013 Plan Update ................................................................................................... 63

Technology Funding Priorities for 2013.......................................................................................... 63

Technical Priorities.......................................................................................................................... 65

Target Allocations to Core Technology Areas................................................................................. 70

Program Plan Update for 2013.............................................................................. 71

Funding Summary of Potential Projects .......................................................................................... 71

Technical Summaries of Potential Projects...................................................................................... 75

Electric/Hybrid Technologies & Infrastructure ...........................................................................75

Engine Systems............................................................................................................................81

Hydrogen Infrastructure & Fuel Cell Technologies ....................................................................83

Infrastructure and Deployment (NG)...........................................................................................86

Emission Control Technologies...................................................................................................89

Fuels/Emission Studies................................................................................................................91

Health Impacts Studies................................................................................................................94

Stationary Clean Fuel Technologies............................................................................................97

Outreach and Technology Transfer ...........................................................................................100
2012 Annual Report & 2013 Plan Update

March 2013 ii

Appendix A

Technology Advancement Advisory Group .............................................................................A-1

SB 98 Clean Fuels Advisory Group..........................................................................................A-2

Appendix B

Open Clean Fuels Contracts as of January 1, 2013...................................................................B-1

Appendix C

Final Reports for 2012 ..............................................................................................................C-1

Appendix D

Acronyms..................................................................................................................................D-1

Figures

Figure 1: Major Source Contributions (2014)..................................................................................3

Figure 2: Stages of Clean Fuels Program Projects.........................................................................11

Figure 3: WVU Transportable Chassis Dynamometer...................................................................15

Figure 4: UCR/CE-CERT Chassis Dynamometer..........................................................................15

Figure 5: Off-Road Equipment Equipped with Retrofit Technology.............................................15

Figure 6: Artist Rendering of "Showcase" Installation ..................................................................17

Figure 7: Local Use vehicles ready for demonstration (2009 – early 2013) .................................18

Figure 8: Battery Electric Vehicles to be demonstrated by SBCCOG (2013-2015) ......................18

Figure 9: PPV Converted to Natural Gas (back view) ...................................................................19

Figure 10: PPV Converted to Natural Gas (side view) ..................................................................19

Figure 11: Distribution of Funds for Executed Clean Fuels Projects CY 2012 ($6.22 million) ...22

Figure 12: EnergyCS display includes battery voltage and temperature........................................53

Figure 13: EnergyCS battery integrated in a passenger vehicle.....................................................53

Figure 14: UC Davis IT, STEPs Program Publication ...................................................................54

Figure 15: Torrance Pipeline Hydrogen Station.............................................................................55

Figure 16:CNG-powered WM refuse truck....................................................................................56

Figure 17: Projected Cost Distribution for Potential SCAQMD Projects 2013 & Beyond ($16.2 

Million)..............................................................................................................................70

Tables

Table 1: SCAQMD Major Funding Partners in CY 2012 ..............................................................14

Table 2: Contracts Executed or Amended (w/$) between January 1 & December 31, 2012 .........24

Table 3: Supplemental Revenue Grants Received into Clean Fuels Fund between Jan. 1 & Dec. 31, 

2012...................................................................................................................................27

Table 4: Summary of Federal & State Funding Awarded between Jan. 1 & Dec. 31, 2012 ..........28

Table 5: Update of Federal & State Funding Awarded between Jan. 1, 2009 & Dec. 31, 2011....28

Table 6: HDV Test Fuel Specifications..........................................................................................57

Table 7: Projects Completed between January 1 & December 31, 2012 .......................................59

Table 8: Summary of Potential Projects.........................................................................................73
2012 Annual Report & 2013 Plan Update

EX-1 March 2013

EXECUTIVE SUMMARY

The South Coast Air Quality Management District (SCAQMD) historically experiences the worst air 

quality in the nation due to the natural geographic and atmospheric conditions of the region coupled 

with the high population density and associated mobile and stationary source emissions. Recognizing 

this challenge, the state established the Clean Fuels Program in 1988 which affords the SCAQMD the 

ability to fund the development, demonstration and accelerated deployment of clean technologies. For 

over 20 years, the Clean Fuels Program has supported technologies such as hydrogen and fuel cells, 

natural gas engines and infrastructure, battery electric vehicles, plug-in hybrid electric vehicles and 

fueling infrastructure. The SCAQMD continues to support a wide variety of technologies, in different 

stages of maturity, to provide a continuum of emission reductions and health benefits over time.

In recent years, it has become increasingly clear that the importation of goods through the Ports of 

Los Angeles and Long Beach and the subsequent movement of goods throughout the region not only 

have a dramatic impact on air quality but also the quality of life to the communities along the major 

goods movement corridors. In recognition of these impacts, the SCAQMD has initiated a concerted 

effort in the last couple of years on developing zero- and near-zero emissions goods movement 

technologies, such as electric trucks, plug-in hybrid trucks with all-electric range, zero-emission 

container transport technologies, trucks operating from wayside power and even electric locomotives. 

The prioritization of these types of projects as well as potential technologies which assist with their 

further development and deployment are emphasized in the 2013 Plan Update portion of the report. 

The 2012 Annual Report highlights the projects contracted during the previous calendar year and 

reflect the current status of the program.

2012 Annual Report

The SCAQMD executed 69 new contracts, projects or studies and modified 10 continuing projects 

adding additional dollars during Calendar Year (CY) 2012 toward research, development, 

demonstration and deployment (RDD&D) of alternative fuel and clean fuel technologies. Table 2

(page 24) lists these 79 projects or studies, which are further described in this report. The SCAQMD 

contributed approximately $6.1 million in partnership with other governmental organizations, private 

industry, academia and research institutes, and interested parties, with total project costs of nearly

$26.1 million. Table 3 (page 27) provides information on outside funding received into the Clean 

Fuels Fund ($1.56 million in 2012) as cost-share for contracts executed in this period. Table 4 (page 

28) lists federal and state funds awarded to the SCAQMD for programs that align well with the Clean 

Fuels Program ($6.2 million in 2012), and Table 5 (page 28) provides an update on the nearly $100

million in federal and state funding awarded to the SCAQMD between 2009 through 2011, again for 

projects that align well with the Clean Fuels Program.

These projects or studies executed in 2012 addressed a wide range of issues and opportunities with a 

diverse mix of advanced technologies. The following core areas of technology advancement include:

 Hybrid and Electric Vehicle Technologies and Related Infrastructure (emphasizing electric 

and plug-in hybrid electric trucks and zero-emission container transport technologies)

 Infrastructure and Deployment (predominantly compressed and liquid natural gas)

 Hydrogen Technology and Infrastructure

 Mobile Fuel Cell Technologies

 Emission Control Technologies

 Engine Systems (particularly heavy-duty natural gas engines for truck and rail applications)

 Fuels and Emission Studies

 Stationary Clean Fuels Technology (including renewables)
2012 Annual Report & 2013 Plan Update

March 2013 EX-2

 Health Impacts Studies

 Outreach and Technology Transfer

During CY 2012, the SCAQMD supported a variety of projects and technologies, ranging from nearterm to long-term research, development, demonstration and deployment activities. This ―technology 

portfolio‖ strategy provides the SCAQMD the ability and flexibility to leverage state and federal 

funding while also addressing the specific needs of the South Coast Air Basin (Basin). Projects in CY 

2012 included continued expansion of natural gas alternative refueling infrastructure and vehicle 

deployment; development and demonstration of hydrogen technologies and infrastructure; further 

development and demonstration of plug-in hybrid and battery electric vehicle technologies and 

infrastructure with an emphasis on zero-emission goods movement technologies; continued 

demonstration of emission control technologies on heavy-duty trucks to reduce NOx and PM; health 

impact studies ranging from effects of PM particles from heavy-duty biodiesel-fueled vehicles to 

physical and chemical composition of and health effects from tailpipe PM emissions; and finally two 

stationary clean fuels projects including one to develop and demonstrate a 300 kW molten fuel cell in 

conjunction with an exhaust-fired absorption chiller.

As of January 1, 2013, there were 133 open contracts in the Clean Fuels Program; these are 

summarized in Appendix B.

Twenty research, development, demonstration and deployment projects or studies and 20 technology 

assessment and transfer contracts were completed in 2012, as listed in Table 7 (page 59). Appendix C 

comprises two-page summaries of the technical projects completed in 2012. In accordance with 

California Health and Safety Code Section 40448.5.1(d), this report must be submitted to the state 

legislature by March 31, 2013, after approval by the SCAQMD Governing Board.

2013 Plan Update

The Clean Fuels Program (Program) continually seeks to support the deployment of lower-emitting 

technologies. The design and implementation of the Program Plan must balance the needs in the 

various technology sectors with technology readiness, emissions reduction potential and co-funding 

opportunity. The SCAQMD Program is significant, especially during these economically tough times 

when both public and private funding available for technology research and development are limited. 

However, since national and international activities affect the direction of technology trends, the real 

challenge for the SCAQMD is to identify project or technology opportunities in which its available 

funding can make a significant difference in deploying progressively cleaner technologies in the 

Basin.

The overall strategy is based in large part on technology needs identified in the Air Quality 

Management Plan (AQMP) and the SCAQMD Governing Board’s directives to protect the health of 

residents in the Basin. The AQMP is the long-term ―blueprint‖ that defines:

 the basin-wide emission reductions needed to achieve federal ambient air quality standards;

 the regulatory measures to achieve those reductions;

 the timeframes to implement these proposed measures; and

 the technologies required to meet these future proposed regulations.

The oxides of nitrogen (NOx), volatile organic compounds (VOC) and particulate matter (PM) 

emission sources of greatest concern are heavy-duty on-road vehicles, light-duty on-road vehicles and 

off-road equipment. The Plan Update includes projects to develop, demonstrate and commercialize a 

variety of technologies, from near term to long term, that are intended to provide solutions to the 

emission control needs identified in the 2007 and 2012 AQMPs. While modest NOx and PM2.5

reductions will be necessary to meet the federal PM2.5 standards by 2014, significant NOx and PM2.5

reductions will be necessary to meet the federal 8-hour ozone standard of 80 ppb by 2023 and 75 ppb 
2012 Annual Report & 2013 Plan Update

EX-3 March 2013

by 2032; the 1-hour ozone standard by 2022, which is now required as a result of a recent court case 

even though EPA had previously revoked this standard; and the newly revised federal annual PM2.5

standard of 12 μg/m3. Given the need for these significant reductions over the next 10-20 year 

timeframe, mid- and longer-term alternative fuels, hybrid, electric, and fuel cell based technologies 

are emphasized. Several of the technology areas of focus include:

 reducing emissions from port-related activities, such as cargo handling equipment and 

container movement technologies, including demonstration and deployment of zero-emission 

cargo container movement systems;

 mitigating criteria pollutant increases from renewable fuels, such as low-blend ethanol and 

high-blend biodiesel;

 increased activities in electric, hybrid, battery and plug-in hybrid technologies across light-, 

medium- and heavy-duty platforms; and

 production of transportation fuels and energy from renewable biowaste sources.

Table 8 (page 73) lists the potential projects across the core technologies identified in this report. 

Potential projects for 2013 total more than $16.2 million, with anticipated leveraging of nearly $69

million. The proposed projects may also be funded by revenue sources other than the Clean Fuels 

Program, especially VOC and incentive projects.

2012 Annual Report

1 March 2013

CLEAN FUELS PROGRAM

2012 ANNUAL REPORT

Program Background

The Basin, which comprises the Los Angeles, Orange, San Bernardino and Riverside Counties, has 

the worst air quality in the nation due to a combination of factors, including high vehicle population, 

high vehicle miles traveled within the Basin and geographic and atmospheric conditions favorable for 

photochemical oxidant (smog) formation. Due to these challenges, the state legislature enabled the 

SCAQMD to implement the Clean Fuels Program to accelerate the implementation and 

commercialization of clean fuels and advanced technologies in the Basin. In 1999, state legislation 

was passed which amended and extended the Clean Fuels Program. Specifically, as stated in the 

California Health and Safety Code (H&SC) section 40448.5.1(d), the SCAQMD must submit, on or 

before March 31 of each year to the Legislature, an annual report that includes:

1. A description of the core technologies that the SCAQMD considers critical to ensure 

attainment and maintenance of ambient air quality standards and a description of the 

efforts made to overcome barriers to commercialization of those technologies;

2. An analysis of the impact of the SCAQMD’s Clean Fuels Program on the private sector 

and on research, development and commercialization efforts by major automotive and 

energy firms, as determined by the SCAQMD;

3. A description of projects funded by the SCAQMD, including a list of recipients, 

subcontractors, co-funding sources, matching state or federal funds and expected and 

actual results of each project advancing and implementing clean fuels technology and 

improving public health;

4. The title and purpose of all projects undertaken pursuant to the Clean Fuels Program, the 

names of the contractors and subcontractors involved in each project and the amount of 

money expended for each project;

5. A summary of the progress made toward the goals of the Clean Fuels Program; and

6. Funding priorities identified for the next year and relevant audit information for previous, 

current and future years covered by the project.

2012 Overview

This report summarizes the progress of the SCAQMD Clean Fuels Program for CY 2012. This 

SCAQMD program co-sponsors projects to develop and demonstrate zero-, near-zero and lowemission clean fuels and advanced technologies and to promote commercialization and deployment of 

promising or proven technologies in Southern California. These projects are conducted through 

public-private partnerships with industry, technology developers, academic and research institutes

and local, state and federal agencies.

During the period between January 1 and December 31, 2012, the SCAQMD executed 69 new 

contracts, projects or studies and modified 10 continuing projects adding additional dollars during CY 

2012 that support clean fuels and advanced zero-, near-zero and low-emission technologies. The 

SCAQMD contribution for these projects was approximately $6.1 million, with total project costs of 

nearly $26.1 million. These projects address a wide range of issues with a diverse technology mix. 

This report highlights achievements and summarizes project costs of the SCAQMD Clean Fuels 

Program in this period. The report also provides information on outside funding received into the 

Clean Fuels Fund ($1.56 million) as cost-share for contracts executed in this period as well as funds 

awarded to the SCAQMD for programs that align well with the Clean Fuels Program ($6.2 million in 

2012). A status update on the nearly $100 million in federal and state funding awarded to the 

SCAQMD between 2009 and 2011, again for projects that align well with the Clean Fuels Program, is 
2012 Annual Report

March 2013 2

also provided. The SCAQMD will continue to pursue federal and state funding opportunities in 2013

to amplify leverage. Indeed, the California Energy Commission (CEC) and California Air Resources 

Board (CARB) recently issued Program Opportunity Notices offering substantial funding for: 

hydrogen, electric vehicle charging, and natural gas fueling projects; and zero-emission off-road 

equipment demonstrations, respectively. 

The Need for Advanced Technologies & Clean Fuels

Achieving federal and state clean air standards in Southern California will require emission 

reductions from both mobile and stationary sources beyond those expected using current 

technologies. The need for advanced technologies and clean fuels is best demonstrated by considering 

the emissions inventory for the Basin and the future emissions levels projected in the 2007 and 2012

AQMPs. The estimated baseline 2014 NOx, VOC and PM2.5 emissions inventory is shown in Figure 

1. Based on the 2007 and 2012 AQMPs, significant reductions are necessary to demonstrate 

attainment with the federal standards.

2014 NOx = 663 tons/day

Misc. Process 7%

Trucks and Buses

42% Fuel Combustion 4%

Passenger Vehicles

7%

Aircraft/Ships/Trains

21%

Off-Road Equipment 

Vehicles

19%
2012 Annual Report

3 March 2013

2014 VOC = 644 tons/day

Trucks and Buses

18%

Petroleum Production & 

Marketing

5%

Industrial Processes

4%

Fuel Combustion 1%

Aircraft/Ships/Trains 3%

Misc. Processes 1%

Consumer Products

17%

Passenger Vehicles

13%

Cleaning & Surface 

Coating

7%

Solvent Evaporation

23%

Off-Road 

Vehicles/Equipment

8%

Figure 1: Major Source Contributions (2014)

To fulfill long-term emission reduction targets, the 2007 and 2012 AQMPs rely on advanced 

technologies that are not yet fully developed for commercial use. Significant reductions are 

anticipated from implementation of advanced control technologies for both on-road and non-road 

mobile sources. In addition, the air quality standards for ozone (0.08 ppm, 8-hour average) and fine 

particulate matter, promulgated by the U.S. Environmental Protection Agency (U.S. EPA) in 1997

and 2006, are projected to require additional long-term control measures for both NOx and VOC. The 

recently adopted 2012 AQMP identifies the need for approximately 200 tons/day NOx reductions to 
2012 Annual Report

March 2013 4

be adopted by 2020 for full implementation by 2023 and in large part focuses control measures for

transportation and cleaner fuels with zero-emissions in order to achieve these reductions. This will 

require the SCAQMD Clean Fuels Program to develop and demonstrate cleaner technologies that can 

be used as control strategies in the AQMP

Recent health studies also indicate a greater need to reduce NOx emissions and toxic air contaminant 

emissions. More importantly, the CARB listed diesel exhaust emissions as a toxic air contaminant in 

1998. Subsequently, in 1999, the SCAQMD completed the Multiple Air Toxics Exposure Study 

(MATES-II) and found that diesel combustion sources (primarily from heavy-duty vehicles) 

contribute approximately 70 percent to the estimated potential cancer risk from air toxics in the Basin. 

A follow-on study, MATES-III, in which air quality sampling was initiated in spring 2004 and ended 

in 2006, was undertaken to evaluate air toxic exposure trends, expand the list of known air toxics and

assess local impacts from industrial, commercial and mobile sources. The results have shown a 

decrease in stationary emitted air toxics and gasoline related air toxics, but continued high levels of 

emissions from diesel engine sources. The MATES-III report was finalized in spring 2008. Although 

results showed an overall decrease in toxics exposures throughout the basin, there were localized 

areas that had increased risk, most notably around the Ports of Los Angeles and Long Beach. This 

increased risk is likely a result of uncontrolled diesel emissions from goods movement activities, 

specifically emissions from trucks and cargo handling equipment, locomotives and marine vessels. A 

MATES IV study was launched in 2012, and while the goal of MATES IV, like the prior studies, will 

be to assess air toxic levels, update risk characterization, and determine gradients from selected 

sources, MATES IV has an added ultrafine PM and black carbon monitoring component as well. It is 

anticipated that a draft report on the findings will be available by late 2013.

Greenhouse gas (GHG) emissions and petroleum dependency arising from the heavy use of 

conventional technologies continue to be a concern and focal point for state and federal government 

as well as the general public. In response to these concerns, the federal government has launched 

several programs (the Hydrogen, Fuel Cells and Infrastructure Technologies Program and the 

FreedomCAR and Vehicle Technologies Program) to investigate and develop increased efficiency 

and alternative fuel (including hydrogen) technologies. Independently, the State has adopted goals to 

reduce long-term dependence on petroleum-based fuels (AB 2076) and the transition to alternative 

fuels based on life-cycle analyses (AB 1007). 

California’s former Governor (Schwarzenegger) took this concern one step further when in January 

2007 he established a Low-Carbon Fuel Standard (LCFS) by Executive Order. The LCFS came out of 

AB 32, the ―Global Warming Solutions Act,‖ which was signed by the former Governor in fall 2006 

and requires California’s greenhouse gas emissions to be capped at 1990 levels by 2020. The LCFS 

standard for transportation fuels will necessitate increased research into alternatives to oil and 

traditional fuels. In September 2008, the former Governor signed SB 375 requiring CARB to set 

regional targets reducing GHG’s from cars and light trucks by 2020 and 2035 and directs regional 

planning agencies to develop land-use strategies to meet the targets. AB 32 faced a challenge in 2010 

when an initiative to suspend it was placed on the November 2010 ballot as Proposition 23, but 

California voters defeated this proposition, demonstrating California’s commitment to air quality and 

the environment. The current California Governor (Brown) recently released his proposed FY 2013-

14 state budget, which consolidates programs funding bicycle, pedestrian and mitigation projects to 

fund high-priority projects that reduce GHGs consistent with SB 375 objectives. The proposed budget 

also identifies areas for AB 32 cap-and-trade proceeds including reducing transportation emissions 

and energy efficiency projects for the electricity and commercial/residential energy sector.

To achieve the goals established by these landmark efforts, last year CARB adopted a LEV III 

program for Model Year (MY) 2015 to 2025 light- and medium-duty vehicles, amended the ZeroEmission Vehicle Regulation, and amended the Clean Fuels Outlet requirements. These tighter 

standards for passenger cars and light- and medium-duty trucks will require reduced tailpipe 
2012 Annual Report

5 March 2013

emissions and nearly no evaporative emissions. CARB also proposed new requirements for zeroemission vehicles lowering the threshold requirement, which means automakers must begin 

producing zero-emission vehicles by 2016. To achieve the Governor’s Executive Order, CARB 

envisions that 80 percent of vehicles must be all electric, battery electric, hydrogen and/or fuel cell by 

2050. In late 2011 CARB also adopted amendments to low-sulfur marine fuel requirements to extend 

the nautical zone and loosened cargo handling equipment and transportation refrigeration regulations 

because sufficient retrofit technologies aren’t available in the marketplace. In 2011 the Federal 

government adopted fuel economy and GHG emissions standards for medium- and heavy-duty 

vehicles for MYs 2014-2018 and propose to move forward with Tier 3 levels for light- and mediumduty trucks and tighter criteria pollutant standards for passenger vehicles. 

In summary, advanced, energy efficient and renewable technologies are needed not only for 

attainment, but also to protect the health of those who reside within the SCAQMD’s jurisdiction; to 

reduce long-term dependence on petroleum-based fuels; and to support a more sustainable energy 

future. Conventional strategies and traditional supply and consumption need to be retooled in order to 

achieve the federal air quality goals. To help meet this need for advanced, clean technologies, the 

SCAQMD Governing Board continues to aggressively carry out the Clean Fuels Program and 

promote alternative fuels through the Technology Advancement Office. This Program is intended to 

assist in the rapid development and deployment of progressively lower-emitting technologies and 

fuels through innovative public-private partnership. Since its inception, the SCAQMD’s Technology 

Advancement Office has co-funded projects in cooperative partnerships with private industry, 

technology developers, academic and research institutions and local, state and federal agencies. The 

following sections describe funding, core technologies and advisory oversight of the Clean Fuels 

Program.

Program Funding

The Clean Fuels Program is established under California H&SC Sections 40448.5 and 40512 and 

Vehicle Code Section 9250.11. This legislation establishes mechanisms to collect revenues from 

mobile and stationary sources to support the program objectives and identifies the constraints on the 

use of funds. In 2008, these funding mechanisms were reauthorized under SB 1646 (Padilla), which 

removed the funding sunset of January 1, 2010, and established the five percent administrative cap

instead of the previous cap of two-and-half percent.

The Program is funded through a $1 fee on motor vehicles registered in the SCAQMD. Revenues 

collected from these motor vehicles must be used to support mobile source projects. Stationary source 

projects are funded by an emission fee surcharge on stationary sources emitting more than 250 tons of 

pollutants per year within the SCAQMD. For CY 2012 the funds available through each of these 

mechanisms were as follows:

 Mobile sources (DMV revenues) $12,188,811

 Stationary sources (emission fee surcharge) $313,712

The SCAQMD Clean Fuels Program also receives grants and cost-sharing revenue contracts from 

various agencies, on a project-specific basis, that supplement the SCAQMD program. Historically, 

such cooperative project funding revenues have been received from CARB, the CEC, the U.S. EPA, 

the U.S. Department of Energy (DOE) and the U.S. Department of Transportation (DOT). These 

supplemental revenues depend in large part on the originating agency, its budgetary and planning 

cycle and the specific project or intended use of the revenues. Table 3 (page 27) lists the supplemental 

grants and revenues received in 2012, totaling more than $1.5 million, and for which contract the 

funding passes through to.
2012 Annual Report

March 2013 6

The final and perhaps most significant funding source can best be described as an indirect source, i.e., 

funding not directly received by the SCAQMD. This indirect source is the cost-sharing provided by 

private industry and other public and private organizations. Historically, the Technology 

Advancement Office has been successful in leveraging its available public funds with $3 to $4 of 

outside funding for each $1 of SCAQMD funding. For 2012, excluding ARRA and other one-time 

federal opportunities, one-time settlement funds and incentive funding, the Clean Fuels Program 

leveraged each $1 to slightly more than $3 of outside funding. Through these public-private 

partnership, the SCAQMD has shared the investment risk of developing new technologies along with 

the benefits of expedited development and commercial availability, increased end-user acceptance, 

reduced emissions from the demonstration projects and ultimately increased use of clean technologies 

in the Basin. The SCAQMD’s Clean Fuels Program has also avoided duplicative efforts by 

coordinating and jointly funding projects with major funding agencies and organizations. The major 

funding partners for 2012 are listed in Table 1 (page 14).

Core Technologies

Given the diversity of sources that contribute to the air quality problems in the Basin, there is no 

single technology or ―Silver Bullet‖ that can solve all of the problems. A number of technologies are

required and these technologies represent a wide range of applications, with full emissions benefit 

―payoffs,‖ i.e., full commercialization and mass deployment occurring at different times. The broad 

technology areas of focus – the ―Core Technologies‖ – for the Clean Fuels Program are as follows:

 Hybrid and Electric Vehicle Technologies and Related Infrastructure (emphasizing electric 

and plug-in hybrid electric trucks and zero-emission container transport technologies)

 Infrastructure and Deployment (predominantly compressed and liquid natural gas)

 Hydrogen and Fuel Cell Technologies and Infrastructure

 Emission Control Technologies

 Engine Systems (particularly heavy-duty natural gas engines for truck and rail applications)

 Fuels/Emissions Studies

 Health Impacts

 Stationary Clean Fuels Technologies

The SCAQMD continually seeks to support the deployment of lower emitting technologies. The 

Clean Fuels Program is shaped by two basic factors:

1. Low- and zero-emission technologies needed to achieve clean air standards in the Basin; and

2. Available funding to support technology development within the constraints imposed by that 

funding.

The SCAQMD strives to maintain a flexible program to address dynamically evolving technologies 

and the latest progress in the state of the technology. Although the SCAQMD program is significant, 

especially at a time when both public and private funding available for technology research and 

development are limited, national and international activities affect the direction of technology trends. 

As a result, the SCAQMD program must be flexible in order to leverage and accommodate these 

changes in state, national and international priorities. This is especially true given the current 

economic climate which while in the beginnings of recovery remains sluggish. The ultimate challenge 

for the SCAQMD is to identify project or technology opportunities in which its available funding can 

make a difference in achieving progressively cleaner air in the Basin. Despite such challenges, 

SCAQMD’s Technology Advancement Office (TAO) develops a comprehensive plan annually to 

accelerate the development and demonstration of cleaner technologies.

Historically, mobile source projects have targeted low-emission developments in automobiles, transit 

buses, medium- and heavy-duty trucks and non-road applications. These vehicle-related efforts have 
2012 Annual Report

7 March 2013

focused on advancements in engine design, electric power-trains and energy storage/conversion 

devices (e.g., fuel cells and batteries); and implementation of clean fuels (e.g., natural gas, propane

and hydrogen) including their infrastructure development. Stationary source projects have included a 

wide array of advanced low NOx technologies and clean energy alternatives such as fuel cells, solar 

power and other renewable energy systems.

Specific projects are selected for co-funding from competitive solicitations, cooperative agency 

agreements and unsolicited proposals. Criteria considered in project selection include emissions 

reduction potential, technological innovation, potential to reduce costs and improve cost 

effectiveness, contractor experience and capabilities, overall environmental impact or benefit, 

commercialization and business development potential, cost sharing and consistency with program 

goals and funding constraints. The core technologies for the SCAQMD programs that meet both the 

funding constraints as well as 2007 and 2012 AQMPs needs for achieving clean air are briefly 

described below.

Hybrid and Electric Vehicle Technologies

There has been an increased level of activity and attention on hybrid vehicles due to a confluence of 

factors, including the highly successful commercial introductions of hybrid passenger vehicles by 

almost all of the automakers, volatility in oil prices and increased public attention on global warming. 

In January 2012, CARB adopted the California Zero Emission Vehicle (ZEV) III requirements and 

amended the ZEV and Clean Fuels Outlet (CFO) regulations. There are alternative strategies allowed 

to comply with the ZEV regulation, including producing battery electric vehicles, plug-in hybrid 

electric vehicles (PHEVs), and hydrogen-fueled internal combustion engine (ICE) vehicles. 

As a result, there is now a window of opportunity to leverage state and federal activities in the 

development and deployment of technologies that can accelerate advanced hybrid technologies, 

including PHEV, medium- and heavy-duty hybrid vehicle deployment, energy storage technologies, 

development of medium- and heavy-duty hybrid emission certification cycles, battery durability 

testing and establishment of driver use patterns. Such technology developments, if successful, are 

considered enabling because they can be applied to a variety of fuels (e.g., gasoline, natural gas, 

ethanol and hydrogen) and propulsion systems (e.g., ICEs and fuel cells). Electric and hybrid 

technologies are also being explored to address one of the SCAQMD’s 2013 and 2014 priorities, 

which is to continue demonstration and deployment of zero-emission cargo container movement 

technologies.

Infrastructure and Deployment

A key element for the widespread acceptance and resulting increased use of alternative fueled 

vehicles is the availability of the supporting refueling infrastructure. The refueling infrastructure for 

gasoline and diesel fuel is well established and accepted by the driving public. Alternative, clean fuels 

such as alcohol-based fuels, propane, hydrogen, hydrogen-natural gas mixtures and even electricity 

are much less available or accessible, whereas natural gas has recently become more readily available 

in light of fracking technologies being employed to access the abundant shale gas deposits throughout 

North America. Nonetheless, to realize emissions reduction benefits, alternative fuel infrastructure 

must be developed in tandem with the growth in alternative fueled vehicles. The objectives of the 

SCAQMD are to expand the infrastructure to support zero- and near-zero emission vehicles through 

the development, demonstration and installation of alternative fuel vehicle refueling technologies.

Hydrogen and Fuel Cell Technologies and Infrastructure 

Most of the automobile manufacturers have conceded that mass commercial introduction of fuel cell 

vehicles (FCVs) are likely to be delayed due to the cost, durability and infrastructure issues associated 
2012 Annual Report

March 2013 8

with hydrogen fueling. A survey of the major automakers conducted by the California Fuel Cell 

Partnership (CaFCP) estimates that there will be approximately 53,000 fuel cell vehicles by 2017, if 

sufficient hydrogen infrastructure is available. The SCAQMD continues to support the infrastructure 

required to refuel these demonstration fuel cell vehicles, but is also actively engaged in finding 

alternatives to the costly and potential longer term fuel cell power plant technology. As mentioned 

previously, plug-in hybrid technology could help enable fuel cells by reducing the capacity, 

complexity and cost of the fuel cell vehicle system. Further bridging technologies being investigated 

are hybrid or plug-in hybrid hydrogen ICE vehicles and hydrogen-CNG blended ICE vehicles.

Emission Control Technologies

This broad category refers to technologies that could be deployed on existing mobile sources, aircraft, 

locomotives, marine vessels, farm and construction equipment, cargo handling equipment, industrial 

equipment, and utility and lawn-and-garden equipment. The in-use fleet comprises the majority of 

emissions, especially the older vehicles and non-road sources, which are typically uncontrolled and 

unregulated, or controlled to a much lesser extent than on-road vehicles. The authority to develop and 

implement regulations for retrofit on-road and non-road mobile sources lies primarily with the U.S. 

EPA and CARB and to a lesser extent with the SCAQMD.

Low-emission and clean-fuel technologies that appear promising for on-road mobile sources should 

be effective at reducing emissions from a number of non-road sources. For example, immediate 

benefits are possible from particulate traps, selective catalytic reduction (SCR) and emulsified fuels 

that have been developed from diesel applications. Clean fuels such as natural gas, propane, hydrogen

and hydrogen-natural gas mixtures may also provide an effective option to reduce emissions from 

some non-road applications. Reformulated gasoline, ethanol and alternative diesel fuels, such as 

biodiesel and gas-to-liquid (GTL), also show promise when used in conjunction with advanced 

emissions controls and new engine technologies. The CARB, U.S. EPA and the SCAQMD have also 

promulgated regulations that lower the sulfur content of diesel fuels, which provides a direct fuel 

related PM reduction and improves the efficiency of particulate reduction aftertreatment devices.

Engine Systems

Medium- and heavy-duty on-road vehicles contributed approximately 36 percent of the Basin’s NOx 

based on 2007 AQMP data. More importantly, on-road heavy-duty diesel engines contributed almost 

60 percent of the on-road mobile source PM2.5, which has known toxic effects. These figures notably 

do not include the significant contribution from off-road mobile sources. In fact, CARB’s off-road 

2006 emission model estimates that diesel-powered off-road construction equipment alone emits 120 

tons per day of NOx and 7.5 tons per day of PM emissions in the Basin. Clearly, significant emission 

reductions will be required from mobile sources, especially from the heavy-duty sector, to attain the 

federal clean air standards.

The use of alternative fuels in heavy-duty vehicles can provide significant reductions in NOx and 

particulate emissions. The current NOx emissions standard for heavy-duty engines is 0.2 g/bhp-hr.

The SCAQMD, along with various local, state and federal agencies, continues to support the 

development and demonstration of alternative fueled heavy-duty engine technologies, using 

compressed natural gas (CNG) and liquefied natural gas (LNG), for applications in heavy-duty 

transport trucks, transit and school buses, rail operations, and refuse collection and delivery vehicles 

to meet future federal emission standards.

Stationary Clean Fuel Technologies

Given the limited funding available to support low-emission stationary source technology 

development, this area has historically been limited in scope. To gain the maximum air quality 
2012 Annual Report

9 March 2013

benefits in this category, higher polluting fossil fuel-fired electric power generation needs to be 

replaced with clean renewable energy resources or other advanced near zero-emission technologies, 

such as solar, wind, geo-thermal energy, bio-mass conversion and stationary fuel cells. Although 

combustion sources are lumped together as stationary, the design and operating principles vary 

significantly and thus also the methods and technologies for control of their emissions. Included in 

the stationary category are boilers, heaters, gas turbines and reciprocating engines. Boilers and heaters 

vary in size, heat input, process conditions and operating ranges. Gas turbines vary greatly in size and 

application and are typically natural gas-fired with add-on controls to clean up the flue gas. Stationary 

ICEs can be either rich-burn or lean-burn. The core technologies for this category focus on using 

advanced combustion processes, development of catalytic add-on controls, alternative fuels and 

technologies and stationary fuel cells in novel applications.

Program Review

In 1990, the SCAQMD initiated an annual review of its technology advancement program by an 

external panel of experts. That external review process has evolved, in response to SCAQMD policies 

and legislative mandates, into two external advisory groups. The Technology Advancement Advisory 

Group (one of six standing Advisory Groups that make up the SCAQMD Advisory Council) is made 

up of stakeholders representing industry, academia, regulatory agencies, the scientific community and

environmental impacts. The Technology Advancement Advisory Group, whose members are listed 

within Appendix A, serves to:

 Coordinate the SCAQMD program with related local, state and national activities;

 Review and assess the overall direction of the program; and

 Identify new project areas and cost-sharing opportunities.

The second advisory group was formed as required by SB 98 (Alarcon). Under H&SC Section 

40448.5.1(c), this advisory group must comprise 13 members with expertise in clean fuels technology 

and policy or public health and appointed from the scientific, academic, entrepreneurial, 

environmental and public health communities. This legislation further specified conflict-of-interest 

guidelines prohibiting members from advocating expenditures towards projects in which they have 

professional or economic interests. The objectives of the SB 98 Clean Fuels Advisory Group are to 

make recommendations regarding projects, plans and reports, including approval of the required 

annual report prior to submittal to the SCAQMD Governing Board. Changes to the composition of 

these two advisory groups are reviewed by the SCAQMD Board on an as-needed basis, and in fact 

were considered in 2012, with changes to the membership approved by the SCAQMD Board on 

May 4, 2012. The current members of the SB 98 Clean Fuels Advisory Group are listed in Appendix 

A.

The review process of the Clean Fuels Program now includes several meetings of the two Advisory 

Groups, review by the Technology Committee of the SCAQMD Governing Board, public hearing of 

the Annual Report and Plan Update before the full SCAQMD Governing Board and submittal of the 

Annual Report to the Legislature by March 31 of every year.

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11 March 2013

PROGRAM STRATEGY AND IMPACT

Scope and Benefits of the Clean Fuels Program

To reap the maximum emissions benefits from any technology, widespread deployment and thus enduser acceptance must occur. The product manufacturers must overcome technical and market barriers 

to ensure a competitive and sustainable business. Unfortunately, the time needed to overcome these 

barriers can be long and the costs high, which tends to discourage both manufacturers and end-users 

from considering advanced technologies. A combination of real-world demonstrations, education, 

outreach and regulatory impetus and incentives is necessary to catalyze new, clean technologies. The 

Clean Fuels Program addresses these needs by co-funding research, development, demonstration and

deployment projects to share the risk of emerging technologies with their developers and eventual 

users.

Figure 2 provides a conceptual design of the wide scope of the Clean Fuels Program. As mentioned in 

the Core Technologies section, various stages of technology projects are funded not only to provide a 

portfolio of emissions technology choices but to achieve emission reduction benefits in the nearer as 

well as over the longer term.

Figure 2: Stages of Clean Fuels Program Projects

Due to the nature of these advanced technology research, development, demonstration and

deployment projects, the benefits are difficult to quantify since their full emission reduction potential 

may not be realized until sometime in the future, or perhaps not at all if displaced by superior 

technologies. Nevertheless, a good indication of the impact and benefits of the Clean Fuels Program 

overall is provided by this selective list of sponsored projects that have resulted in commercialized 

products or helped to advance the state-of-the-technology.

CNG Engine Development for Heavy-Duty Vehicles

 Emission Solutions: 7.6L (NG)

 Cummins Westport: C8.3L (CNG, LNG), B5.9L (CNG) L10 (CNG), ISL G 8.9L (CNG, 

LNG)

 Westport Power: ISX 15L (LNG), Westport GX 15 L (dual fuel)

 Detroit Diesel: Series 60G (CNG/LNG), Series 50G (CNG/LNG);

 John Deere: 6068 (CNG), 6081 (CNG); 

 Mack: E7-400G (LNG); and
2012 Annual Report

March 2013 12

 Clean Air Partners/Power Systems (Caterpillar): 3126B (Dual Fuel),

C-10 (Dual Fuel), C-12 (Dual Fuel).

Fuel Cell Development and Demonstrations

 Ballard Fuel Cell Bus (first of its kind);

 ISE/ThunderPower Fuel Cell Bus; 

 Sunline Transit Agency Advanced Fuel Cell Bus projects;

 Commercial Stationary Fuel Cell Demonstration with UTC and SoCalGas (first of its 

kind); and Orange County Sanitation District hydrogen and combined heat and power 

generation from biogas using molten carbonate fuel cell technology.

Electric and Hybrid Electric Vehicle Development and Demonstrations

 EPRI hybrid vehicle evaluation study;

 Hybrid electric vehicle demonstrations with SCE, UC Davis and AC Propulsion;

 Plug-in Hybrid Electric Van with EPRI, DaimlerChrysler and SCE;

 Hybrid electric delivery trucks with Azure Dynamics, NREL and FedEx;

 Plug-in hybrid work truck with Odyne Systems;

 Proterra battery electric transit bus and fast charging system; 

 Municipal battery electric utility truck;

 South Bay City Council of Governments’ electric vehicle project;

 EVI/UPS electric truck; and

 TransPower battery electric heavy-duty truck 

Aftertreatment Technologies for Heavy-Duty Vehicles

 Johnson Matthey and Engelhard trap demonstrations on buses and construction 

equipment; and

 Johnson Matthey SCRT and SCCRT NOx and PM reduction control devices on heavyduty on-road trucks.

SCAQMD played a leading or major role in the development of these technologies, but their benefits 

could not have been achieved without all stakeholders (i.e., manufacturer, end-users and government) 

working collectively to overcome the technology, market and project-specific barriers encountered at 

every stage of the research, development, demonstration and deployment process.

Overcoming Barriers

Commercialization and implementation of advanced technologies come with a variety of real-world 

challenges and barriers. These include project-specific issues as well as general technology concerns.

Technology Implementation Barriers Project-Specific Issues

• Viable commercialization path

• Technology price/performance parity with 

conventional technology

• Consumer acceptance

• Fuel availability/convenience issues

• Certification, safety and regulatory barriers

• Quantifying emissions benefits

• Sustainability of market and technology

• Identifying a committed demonstration site

• Overall project cost and cost-share using 

public monies

• Securing the fuel

• Identifying and resolving real & perceived 

safety issues

• Quantifying the actual emissions benefits

• Viability of the technology provider
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13 March 2013

Other barriers include reduced or shrinking research budgets, infrastructure and energy uncertainties

and risks, sensitivity to multi-media environmental impacts and the need to find balance between 

environmental needs and economic constraints. The SCAQMD seeks to address these barriers by 

establishing relationships through unique public-private partnerships with key stakeholders; e.g., 

industry, end-users and other government agencies with a stake in developing clean technologies. 

Partnerships that involve all the key stakeholders have become essential to address these challenges in 

bringing advanced technologies from development to commercialization. 

Each of these stakeholders and partners contributes more than just funding. Industry, for example, can 

contribute technology production expertise as well as the experience required for compatibility with 

process operations. Academic and research institutes bring state-of-the-technology knowledge and 

testing proficiency. Governmental and regulatory agencies can provide guidance in identifying 

sources with the greatest potential for emissions reduction, assistance in permitting and compliance 

issues, coordinating of infrastructure needs and facilitation of standards setting and educational 

outreach. Often, there is considerable synergy in developing technologies that address multiple goals 

of public and private bodies regarding the environment, energy and transportation.

The SCAQMD actively seeks additional partners for its program through participation in various 

working groups, committees and task forces. This participation has resulted in coordination of the 

SCAQMD program with a number of state and federal government organizations, including CARB, 

CEC, U.S. EPA and U.S. DOE and several of its national laboratories. Coordination also includes the 

AB 2766 Discretionary Fund Program administered by the Mobile Source Air Pollution Reduction 

Review Committee (MSRC), various local air districts, National Association of Fleet Administrators 

(NAFA), major local transit districts and local gas and electric utilities. The list of organizations with 

which the SCAQMD coordinates research and development activities also includes organizations 

specified in H&SC Section 40448.5.1(a)(2).

In addition, the SCAQMD holds periodic meetings with several organizations specifically to review 

and coordinate program and project plans. For example, the SCAQMD staff meets with CARB staff 

to review research and development plans, discuss project areas of mutual interest, avoid duplicative 

efforts and identify potential opportunities for cost-sharing. Periodic meetings are also held with 

industry-oriented research and development organizations, such as the Manufacturers of Emission 

Controls Association (MECA), the California Fuel Cell Partnership (CaFCP), the California 

Stationary Fuel Cell Collaborative and the California Natural Gas Vehicle Partnership (CNGVP). The 

coordination efforts with these various stakeholders have resulted in a number of co-sponsored 

projects.

Descriptions of some of the key contracts executed in CY 2012 are provided in the next section of 

this report. It is noteworthy that most of the projects are co-sponsored by various funding 

organizations and include the active involvement of manufacturers. Such partnerships are essential to 

address commercialization barriers and to help expedite the implementation of advanced lowemission technologies. Table 1 below lists the major funding agency partners and manufacturers 

actively involved in SCAQMD projects for this reporting period. It is important to note that, although 

not listed, there are many other technology developers, small manufacturers and project participants 

who make important contributions critical to the success of the SCAQMD program. These partners 

are identified in the more detailed 2012 Project Summaries (beginning page 31) contained within this 

report.
2012 Annual Report

March 2013 14

Table 1: SCAQMD Major Funding Partners in CY 2012

Research Funding Organizations Major Manufacturers/Providers

California Air Resources Board Ports of Los Angeles & Long Beach

California Energy Commission Southern California Gas Company

U.S. & California Departments of 

Transportation

University of California Riverside/

CE-CERT

U.S. Department of Energy West Virginia University

U.S. Environmental Protection Agency

The following two subsections broadly address the SCAQMD’s impact and benefits by describing 

specific examples of accomplishments and commercial—or near-commercial—products supported by 

the Clean Fuels Program in CY 2012. Such examples are provided in the following sections on 

Technology Advancement’s Research, Development and Demonstration projects and Technology 

Deployment and Commercialization efforts.

Research, Development and Demonstration

Important examples of the impact of the SCAQMD research and development coordination efforts 

are: (a) in-use emissions testing and further demonstration of emission control technologies to reduce 

NOx and PM emissions reductions on heavy-duty diesel trucks; (b) a health study developing 

quantitative cellular assays for use in understanding the chemical basis of air pollutant toxicity.; and 

(c) stationary clean fuel technologies to reduce fossil fuel emissions by using alternatives such as 

renewables and fuel cells.

In-Use Emissions Testing & Demonstration of Heavy-Duty Vehicle Retrofit Technologies

On-road heavy-duty engines are now subject to the 2010 U.S. EPA emissions standards of 0.01 gram 

per brake-horsepower-hr (g/bhp-hr) PM and 0.20 g/bhp-hr NOx. Some engine manufacturers are 

using emissions credits which allow them to produce a mixture of engines certified at, below, or 

above 0.20 g/bhp-hr NOx. This mixture of engines allows engine manufacturers to comply with the 

emissions standards on an average basis. These engines are either stoichiometric engines with threeway catalysts or lean-burn engines equipped with exhaust gas recirculation (EGR), selective catalytic 

reduction (SCR) and/or diesel particulate filter (DPF) technology. While limited-scale studies have 

shown reduced NOx and PM emissions from trucks powered by compliant engines, other studies 

indicate a potential increase in some exhaust emissions. In particular, in a heavy-duty in-use 

emissions measurement study conducted by the University of Colorado, ammonia emissions from 

liquefied natural gas trucks were found to be significantly higher due to the nature of spark-ignited 

engines. Studies conducted by The Netherland Organization (TNO) indicated that heavy-duty diesel 

engines equipped with SCR technologies have higher NOx exhaust emissions than their certified 

levels. As such, additional studies are required to assess the impact of the technologies on emissions 

from engines used in a variety of applications, particularly since the number of these engines will 

continue to increase in the future.
2012 Annual Report

15 March 2013

In 2011, the SCAQMD executed contracts with the University of California Riverside (UCR) and 

West Virginia University (WVU) to conduct in-use emissions testing, and if needed, to evaluate 

emission-reduction potential of retrofit technology on existing and new on-road heavy-duty engines. 

Both WVU and UCR will perform chassis dynamometer tests of in-use emissions of total 

hydrocarbons, nitrogen dioxide, nitric oxide, NOx, CO, PM, ammonia, formaldehyde, and toxic air 

contaminants from the test vehicles. In addition, if the dynamometer tests results show emissions 

higher than state or federal allowable limits, WVU will design an oxidation catalyst or identify an 

alternative retrofit technology capable of reducing ammonia and formaldehyde emissions from 

natural gas vehicles. The designed or identified retrofit technology will be installed on up to three of 

the natural gas vehicles, which have three-way catalysts and tested on the chassis dynamometer to 

assess the performance and emission-reduction potential of the technology.

In late 2011 the Ports of Los Angeles and Long Beach expressed interest in providing cofunding to 

test additional heavy-duty drayage vehicles. Consequently, both contracts were amended in 2012 to 

add the augmented funding from the Ports to conduct an additional 11 in-use emissions tests of 

heavy-duty drayage vehicles. Additional Clean Fuels funds were also added to the WVU’s contract to 

assess in-use emissions from a 2010 U.S. EPA compliant heavy-duty vehicle as the vehicle is driven 

over a 2,500-mile route between Morgantown, West Virginia, and Riverside, California.

Demonstration of NOx and PM Emissions Control Technology on Diesel-Powered Construction 

Equipment

Aftertreatment emission control technologies have shown substantial emission reductions in diesel 

engines and have been widely adopted for heavy duty on-road diesel engines. These technologies 

include diesel particulate filters (DPFs), oxidation catalysts, and selective catalytic reduction (SCR) 

systems. Application of these technologies to heavy-duty off-road equipment is now occurring for 

new engines to meet Tier 4 standards. 

Use of these technologies in heavy-duty off-road retrofit 

applications for older in-use engines offers early and costeffective emission reductions. However, technologies that are 

successful in new on-road vehicles, such as combined DPF and 

SCR systems, may be difficult to transfer to in-use off-road 

equipment because of limited space for component installation 

and more severe shock/vibration conditions than on-road 

conditions. Successful demonstrations, particularly with in-use 

equipment, facilitate fleet acceptance, regulatory approval, and 

provide real-world experience to technology developers. 

In 2012, a contract was executed with Puritech US, LLC to 

demonstrate a novel retrofit technology for in-use heavy duty 

Figure 3: WVU Transportable Chassis Dynamometer Figure 4: UCR/CE-CERT Chassis Dynamometer

Figure 5: Off-Road Equipment 

Equipped with Retrofit Technology
2012 Annual Report

March 2013 16

diesel-powered construction equipment. The technology includes a diesel particulate filter, a nonselective catalytic converter, and a diesel fuel injection system. This system will provide reductions in 

particulate emissions and NOx. Although offering less NOx reduction than SCR, this technology may 

be more readily implemented in off-road equipment due to reduced design and installation complexity 

compared to combined SCR and DPF systems. The technology being demonstrated will potentially 

provide average emission reductions over 85% for PM and over 50% for NOx from older in-use 

equipment.

This demonstration includes installation of the technology on a 410-hp Tier 2 bulldozer and a 480-hp 

Tier 1 steel wheel compactor. After retrofit, the equipment will be operated for a minimum of 1000 

hours at a landfill site. During the demonstration period, the equipment will be monitored for 

backpressure, exhaust temperature, and NOx emissions. Information from the demonstration will be 

used to compare emissions reductions, durability, and cost effectiveness to SCR/DPF retrofit 

technologies. This project may also be used as part of the durability demonstration required for 

CARB verification. 

Develop Quantitative Cellular Assays for Use in Understanding the Chemical Basis of Air 

Pollutant Toxicity

Current regulatory efforts are focused on reduction of emissions of motor vehicles, including diesel 

fueled vehicles involved with goods movement in Southern California. These reductions are aimed at 

meeting ambient air quality standards for PM10 and PM2.5 as well as reducing exposure to toxic air 

contaminants. As lower emitting technologies are deployed and particle emissions go down, 

however, a question remains as to the toxicity of the remaining emissions. Although advanced 

technologies are very effective at lowering the mass of emissions, there are concerns that other 

substances such as volatile and semi-volatile organic compounds may be emitted that have potential 

health effects. 

The objective of this research is to develop a biological mechanism based analytical procedure to 

characterize the toxicity of air pollutants. The initial phase of the study will be to develop and 

characterize a standard in quantities sufficient to be employed in subsequent toxicity analyses of 

vehicle emissions and ambient pollutants. Quantitative dose response toxicity assays can then be 

conducted with, for example, emissions from advanced technology engines to compare with results 

from assays using the standard diesel emissions. This will provide a measure of the relative toxic 

potency of vehicle emissions that can be directly compared in standard assays.

Once developed, the procedures may be used to address questions such as which specific chemicals in 

pollutant samples are associated with cellular toxicity, to assess the relative effects of particulate 

versus vapor phase of emissions, and to compare toxic responses of emissions from different fuel 

types. These results will be important in forming the scientific basis to quantify how reducing 

emissions and promoting alternate technologies may improve public health. 

The results of this project will provide information to help understand the linkage between sources, 

chemical composition, and the toxicity of emissions from motor vehicles, which will provide a strong

scientific basis on which to develop and to assess strategies designed to protect the public from 

exposure to motor vehicle emissions. 

Demonstrate 300kW Molten Fuel Cell Along with An Exhaust-Fired Absorption Chiller

The Board has long supported the development and demonstration of stationary fuel cells as 

demonstrated by the SCAQMD’s ONSI 200kW PC-25 Phosphoric Acid Fuel Cell demonstration 

project for stationary power generation in 1993. Although this fuel cell is no longer in operation, 

SCAQMD recognizes the need for additional clean distributed generation (DG) infrastructure for 

growing energy demand. Major attributes of DG include the reduction of transmission and 

distribution line losses, the capture and use of waste heat, and increased electric power reliability for 

the consumer. Fuel cells produce almost zero criteria pollutant emissions, and they are extremely 
2012 Annual Report

17 March 2013

quiet. Fuel cells can also be designed to capture process waste heat, and this recovered heat can be 

used for space heating, heating water and, when connected to an absorption chiller for building 

cooling. The UCI project, Development and Demonstration of a Novel High-temperature Fuel Cell 

Absorption Chiller System, was awarded $1,480,000 from the CEC. By demonstrating these fuel 

cells, the commercialization for many diverse applications from commercial to residential can be 

accelerated along with public awareness of this clean fuel technology. 

UCI proposes a combined cooling, heat and power (CCHP) system that will be installed on the 

University of California, Irvine campus at the Multipurpose Science and Technology Building. This 

system integrates a highly efficient, high-temperature molten carbonate fuel cell with an exhaust-fired 

absorption chiller, which 

utilizes the exhaust heat 

from the fuel cell to generate 

cooling. The system will 

provide 300 kW of reliable, 

clean electricity and 40 tons 

of cooling to the campus 

building, while producing 

virtually zero criteria 

pollutants. Overall the 

system is expected to 

achieve an efficiency 

approaching 70%. The goal 

of the project is to provide a 

―showcase‖ installation that will inform the California architectural and developer communities to the 

attributes of fuel cell based CCHP technology.

Technology Deployment and Commercialization

One function of the Clean Fuels Program is to help expedite the deployment and commercialization 

of low- and zero-emission technologies and fuels needed to meet the requirements of the AQMP 

control measures. In many cases, new technologies, although considered ―commercially available,‖ 

require assistance to fully demonstrate the technical viability to end-users and decision-makers.

The following projects contracted during the CY 2012 reporting period illustrate the impact of the 

SCAQMD’s technology deployment and commercialization efforts.

Demonstration of Battery and Neighborhood Electric Vehicles

In July 2012, the SCAQMD awarded co-funding to South Bay Cities Council of Governments

(SBCCOG) to demonstrate Battery Electric Vehicles (BEVs) in the South Bay Cities region where

the Local Use Vehicle demonstration project has promoted the use of Neighborhood Electric Vehicles 

(NEVs) with local residents, select businesses, municipalities and government entities. A 

demonstration of longer range BEVs will help address some limitations of the previous NEV 

demonstration project and provide guidance for community planning efforts for new BEV models that 

have recently become available.

The SBCCOG has demonstrated Neighborhood Electric Vehicles (NEVs) in their Local Use Vehicle 

(LUV) program with about 100 drivers and found that NEVs can provide on an average 26% of the 

total commuter trips and 23% to 33% emission reductions. Beginning in June 2009, SBCCOG 

evaluated NEVs from several manufacturers for local applications. The LUV project is demonstrating 

six NEVs by testing additional community applications such as retiree and multi-family residences 

and commercial uses. 

Figure 6: Artist Rendering of "Showcase" Installation
2012 Annual Report

March 2013 18

Participants in the SBCCOG NEV 

demonstration project needed access only to 

110V (Level 1) Electric Vehicle Supply 

Equipment (EVSE). BEVs have larger 

battery packs, longer range, and may need 

220V (Level 2) charging infrastructure. 

Since the South Bay is a built-out 

community with older electrical 

infrastructure, SBCCOG wants to determine 

the minimal level of charging access required 

to make BEV usage successful. Participants 

will vary in their existing access to 

electricity, which will start with Level 1 

charging and an opportunity to try Level 2 

charging will be provided by this project.

The BEV demonstration is intended to leverage the previous LUV program and encourage 

deployment of BEVs in appropriate applications, provide usage data for policy making decisions, 

complement ongoing and planned initiatives such as sub-regional PEV Readiness Planning, and 

analyze the transition from current passenger vehicles to include BEVs.

 Figure 8: Battery Electric Vehicles 

to be demonstrated by SBCCOG (2013-2015)

Develop & Demonstrate Natural Gas-Powered Police Pursuit Vehicle (PPV)

Law enforcement and emergency vehicles are exempt from California’s tailpipe emission standards. 

In addition, these vehicles are also not subject to the SCAQMD’s Fleet Rules, which require public 

fleets and private fleets under contract with most public agencies to purchase and operate clean and 

alternative fuel vehicles. Law enforcement agencies are expressing an interest in using natural gas 

powered vehicles to reduce emissions from their jurisdiction and potentially reduce vehicle operating 

costs. However, the primary concern of law enforcement is vehicle performance and where, not 

necessarily if, a natural gas powered police vehicle can be utilized. Most law enforcement agencies 

have deployed the Ford Crown Victoria for much of its police vehicle work. The Ford Crown 

Victoria is the flagship of most police agencies throughout the country. Ford discontinued production 

of this vehicle following the 2011 model year. Since most law enforcement agencies deploy the Ford 

Crown Victoria and have a history with its performance, this project will provide law enforcement 

agencies the opportunity to compare comparable vehicles utilizing different fuel types. The 

demonstration vehicle is a 2011 FCV with the 4.6L V-8 that is converted from gasoline power to 

dedicated CNG. 

A-1 Alternative Fuel Systems (AFS) is a Fresno, California, based company which converts lightand medium-duty vehicles to CNG and is the lead contractor on this project. The demonstration 

vehicle is a fully outfitted PPV including light bar, hard rear seat, prisoner screen, push bumper, and 

multi-jurisdictional radio. The CNG system is manufactured by Impco Technologies, and the vehicle 

is outfitted with 15.1 GGE Type 3 CNG tanks. The PPV has upgraded brakes and suspension. 

Figure 7: Local Use vehicles 

ready for demonstration (2009 – early 2013)
2012 Annual Report

19 March 2013

The demonstration will occur over a two year period and has attracted interest from more than a 

dozen cities and law enforcement agencies in the SCAQMD jurisdictional area. Due to the 

overwhelming interest in this project, a second police vehicle demonstration program is under 

development which will utilize a different make of vehicle. .

Figure 10: PPV Converted to Natural Gas

(side view)

Figure 9: PPV Converted to Natural Gas 

(back view)
2012 Annual Report

March 2013 20
2012 Annual Report

21 March 2013

2012 FINANCIAL SUMMARY

The SCAQMD Clean Fuels Program supports clean fuels and technologies that appear to offer 

the most promise in reducing emissions, promoting energy diversity and in the long term, 

providing cost-effective alternatives to current technologies. In order to address the wide variety 

of pollution sources in the Basin and the need for reductions now and in the future, the SCAQMD 

seeks to fund a wide variety of projects to establish a diversified technology portfolio to 

proliferate choices with the potential for different commercial maturity timing. Given the 

evolving nature of technology and changing market conditions, such a representation is only a 

―snapshot-in-time,‖ as reflected by the projects approved by the Governing Board.

As projects are approved by the Governing Board and executed into contracts throughout the 

year, the finances may change to reflect updated information provided during the contract 

negotiation process. As such, the following represents the status of the Clean Fuels Fund as of 

December 31, 2012. 

Funding Commitments by Core Technologies

The SCAQMD continued its successful leveraging of public funds with outside investment to 

support the development of advanced clean air technologies. During the period January 1 through 

December 31, 2012, a total of 79 contracts, projects or studies that support clean fuels were 

executed or amended, as shown in Table 2 (page 24).

The major technology areas summarized are: hybrid/electric technologies, infrastructure and

deployment, fuels/emission studies, emission control technologies, hydrogen technology and 

infrastructure, mobile fuel cell technologies, engine systems, stationary clean fuel technologies, 

health impacts studies, outreach and technology transfer. The distribution of funds based on 

technology area is shown graphically in Figure 11 (page 22). This wide array of technology 

support represents the SCAQMD’s commitment to researching, developing, demonstrating and

deploying potential near-term and longer-term technology solutions.

The project commitments that were contracted or purchased for the 2012 reporting period are 

shown below with the total projected project costs:

 SCAQMD Clean Fuels Fund Contribution $6,087,173

 Total Cost of Clean Fuels Projects $26,050,998

Each year, the SCAQMD Governing Board approves funds to be transferred to the General Fund 

Budget for Clean Fuels administration. For 2012, the Board transferred $700,000 for workshops, 

conferences, co-sponsorships and outreach activities as well as postage, supplies and costs for 

special conferences. Only the funds committed by December 31, 2012, are included within this 

report. Any portion of the Clean Fuels Funds not spent by the end of Fiscal Year 2012-13 ending 

June 30, 2013, will be returned to the Clean Fuels Fund.

Partially included within the SCAQMD contribution are supplemental sponsorship revenues from 

various organizations that support these technology advancement projects. This supplemental 

revenue totaling $1,519,241 is listed within Table 3 (page 27). Appendix B lists all Clean Fuels 

Fund contracts, totaling 133, that were open and active as of January 1, 2013.

For Clean Fuels executed and amended contracts, projects and studies in 2012, the average 

SCAQMD contribution is approximately 23 percent of the total cost of the projects, identifying 

that each dollar from the SCAQMD was leveraged with more than three dollars of outside 

investment.
2012 Annual Report

March 2013 22

During 2012, the SCAQMD executed contracts, projects, studies or contract amendments with 

additional funding of approximately $6.1 million for Clean Fuels projects. The distribution of 

funds is shown in Figure 11 below.

Figure 11: Distribution of Funds for Executed Clean Fuels Projects 

CY 2012 ($6.1 million)

As noted in the last annual report, the SCAQMD applied and was awarded nearly $100 million 

between 2009 and 2011 through the American Recovery and Reinvestment Act as well as other 

federally and state-funded programs to implement projects that align well with the Clean Fuels 

Program. The SCAQMD continued to seek funding opportunities and in 2012 was awarded an 

additional $6,198,993 for similar complementary projects. Table 4 (page 28) provides a 

breakdown of these $6.2 million awards. Table 5 (page 28) provides an update and project status 

of the $100 million in awards from 2009 and 2011.

Review of Audit Findings

State law requires an annual financial audit after the closing of each SCAQMD’s fiscal year. The 

financial audit is performed by an independent Certified Public Accountant selected through a 

competitive bid process. For the fiscal year ended June 30, 2012, the firm of Simpson and 

Simpson, CPAs conducted the financial audit. As a result of this financial audit, a Comprehensive 

Annual Financial Report (CAFR) was issued. There were no adverse internal control weaknesses 

with regard to SCAQMD financial statements, which include the Clean Fuels Program revenue 

and expenditures. Simpson and Simpson CPAs gave the SCAQMD an ―unqualified opinion,‖ the 

highest obtainable. Notably, the SCAQMD has achieved this rating on all prior annual financial 

audits.
2012 Annual Report

23 March 2013

Project Funding Detail

The 79 new and continuing contracts, projects and studies that received SCAQMD funding in 

2012 are summarized in Table 2 together with the funding authorized by the SCAQMD and by 

the collaborating project partners.
2012 Annual Report

March 2013 24

Table 2: Contracts Executed or Amended (w/$) between January 1 & December 31, 2012

Contract Contractor Project Title

Start 

Term

End 

Term

AQMD $ Project 

Total $

Infrastructure and Deployment

11548 Mansfield Gas 

Equipment Systems, 

Inc.

Buydown Incentive Program for 

CNG Home Refueling Appliance 

“Phill”

09/07/12 06/30/14 60,000 $ 356,000

11561 SuperShuttle 

International

Convert 34 Passenger Vans to 

Natural Gas-Power for 

Deployment as Airport Ground 

Transportation

06/01/11 10/31/14 144,300 144,300

12259 A-1 Alternative Fuel 

Systems

Demonstrate Natural GasPowered Police Vehicle04/20/12 10/19/14 65,000 65,000

12267 West Covina Unified 

School District

Upgrade CNG Fueling Facility 10/12/12 12/31/17 60,000 60,000

12273 Border Valley Trading 

Ltd.

Construct LNG Fueling Station 02/10/12 07/30/13 251,865 504,030

12386 Agility Fuel Systems Demonstrate Natural GasPowered Police Vehicle06/01/12 06/30/13 54,000 54,000

12851 Clean Energy Construct Two LNG Fueling 

Stations

10/05/12 12/31/18 400,000 3,018,118

12852 City of Covina Construct Public Access CNG 

Fueling Station

10/12/12 12/31/18 200,000 618,429

12854 Waste Management, 

Inc.

Upgrade LNG Fueling Station at 

Baldwin Park Facility

08/17/12 12/31/18 300,000 1,588,100

13059 Rim of the World 

Unified School District

Construct CNG Fast-Fill Station 10/05/12 01/31/18 200,000 400,000

Fuels/Emissions Studies

11611 West Virginia 

University Research 

Corporation

In-Use Emissions Testing and 

Demonstration of Retrofit 

Technology for On-Road HeavyDuty Engines

07/08/11 10/07/13 239,368 302,343

11612 University of California 

Riverside

In-Use Emissions Testing and 

Demonstration of Retrofit 

Technology for On-Road HeavyDuty Engines

08/26/11 08/25/13 76,638 76,638

12154 University of California 

Riverside/CE-CERT

Cellulosic Biofuel Feedstock 

Analysis

01/20/12 03/31/13 235,000 235,000

Emission Control Technologies

12124 Gaio Trucking, Inc. Retrofit Heavy-Duty Diesel Trucks 

with Diesel Particulate Filters

09/28/11 03/31/14 (5,000) (18,408)

12150 Puritech US, LLC Demonstrate NOx and PM 

Emission Control Technologies on 

Diesel-Powered Construction 

Equipment

02/14/12 04/30/13 72,000 172,000

12186 Pipeline Carriers Inc. Retrofit Heavy-Duty Diesel Trucks 

with Diesel Particulate Filters

12/16/11 09/30/14 (75,000) (75,000)

12485 California State 

University Long Beach 

Foundation

CSULB CEERS Student 

Education Study for Development 

of a Humid Air System and 

Exhaust Scrubber for Diesel 

Engine Emissions Reduction

06/29/12 03/31/13 28,000 28,000
2012 Annual Report

25 March 2013

Table 2: Contracts Executed or Amended (w/$) between January 1 & December 31, 2012

Contract Contractor Project Title

Start 

Term

End 

Term

AQMD $ Project 

Total $

Electric/Hybrid Technologies

99109 Toyota Lease One Toyota RAV4 Electric 

Vehicle

04/04/09 02/01/13 3,951 $ 3,951

09345 South Bay City Council 

of Governments

Demonstrate Medium-Speed 

Electric Vehicles

06/19/09 04/30/13 119,815 230,478

12020 Coulomb Technologies Install Electric Charging 

Infrastructure

10/05/12 04/04/14 70,000 70,000

12825 BMW of Monrovia Lease Two BMW ActiveE Electric 

Vehicles for Two Years

03/23/12 03/22/14 31,065 31,065

12889 BMW of Monrovia Lease Two BMW ActiveE Electric 

Vehicles for Two Years

03/23/12 03/22/14 31,065 31,065

13042 South Bay City Council 

of Governments

Demonstrate Battery Electric 

Vehicle

11/02/12 05/01/15 320,000 528,078

13251 Selman Chevrolet 

Company

Lease Two 2012 or Newer 

Chevrolet Volt Extended-Range 

Electric Vehicles for Three Years

11/28/12 11/27/15 31,375 31,375

Direct 

Pay

Dept. of Motor 

Vehicles

DMV Title Transfers for 20 

Converted MY2010 Ford Escape 

Hybrid Vehicles to Plug-In Hybrid 

Electric Vehicles using Advanced 

Lithium-Ion Battery Systems

07/13/12 07/13/12 9,000 9,000

Direct 

Pay

Fladeboe CODA Purchase Two 2012 CODA 

Electric Vehicles

08/31/12 08/31/12 82,000 82,000

Direct 

Pay

Longo Toyota Purchase Two Toyota Prius PlugIn Hybrid Vehicles08/08/12 08/08/12 88,000 88,000

Direct 

Pay

South Bay Cities 

Council of 

Governments

Develop Zero Emission Vehicle 

Demonstration Project and 

Implementation Plan

03/30/12 9/21/12 19,983 19,983

Purchase 

Order

ATVLS, Inc. Install Electric Vehicle Chargers 06/26/12 09/20/12 20,182 20,182

Purchase 

Order

Clean Fuel Connection 

Inc.

Install Electric Vehicle Chargers 01/01/12 08/30/12 11,266 11,266

Purchase 

Order

On Target Electric, Inc. Install Electric Vehicle Chargers 02/07/12 10/03/12 28,946 28,946

Transfer The Hartford Insurance Coverage for Hybrid 

Vehicles in SCAQMD’s 

Demonstration Fleet

08/30/12 08/30/12 12,000 12,000

Hydrogen Technologies & Infrastructure

07292 University of California 

Irvine

Develop Hydrogen Storage 

Capability for Gas Blending 

Facility

08/31/12 06/30/13 200,000 688,000

10061 Hydrogenics 

Corporation

Maintenance and Data 

Management for SCAQMD’s 

Hydrogen Station

10/30/09 12/30/13 130,000 130,000

11555 University of California 

Los Angeles

Construct Hydrogen Fueling 

Station

12/07/12 12/31/19 400,000 2,589,990

12057 Linde, LLC Expand Hydrogen Fueling 

Infrastructure

11/02/12 11/02/18 250,000 2,732,177

13146 California State 

University Los Angeles

Lease One Toyota Prius 

Hydrogen-Fueled Vehicle

11/08/12 03/31/14 0 0
2012 Annual Report

March 2013 26

Table 2: Contracts Executed or Amended (w/$) between January 1 & December 31, 2012

Contract Contractor Project Title

Start 

Term

End 

Term

AQMD $ Project 

Total $

Hydrogen Technologies & Infrastructure (cont’d)

Direct 

Pay

Smart Chemistry Hydrogen Fuel Analyses for 

SCAQMD’s Hydrogen Station

04/11/12 05/20/12 4,000 $ 4,000

Health Impacts Studies

12197 University of California 

Riverside/CE-CERT

Health Effects of PM Particles 

from Heavy-Duty Biodiesel-Fueled 

Vehicles

01/13/12 09/12/13 207,500 207,500

12208 University of California 

Riverside/CE-CERT

Determine the Physical and 

Chemical Composition and 

Associated Health Effects of 

Tailpipe PM Emissions

01/21/12 07/19/13 175,000 1,375,000

12865 University of California 

Los Angeles

Develop Quantitative Cellular 

Assays for Use in Understanding 

the Chemical Basis of Air Pollutant 

Toxicity

06/08/12 07/07/14 368,457 368,457

Stationary Clean Fuel Technologies

10723 Eastern Municipal 

Water District

Retrofit Digester Gas Engine with 

NOxTech Aftertreatment Emission 

Control Technology

03/16/12 03/15/13 85,000 889,000

13030 University of California 

Irvine

Demonstrate 300kW Molten Fuel 

Cell with Exhaust-Fired Absorption 

Chiller

10/12/12 04/11/15 257,500 4,013,500

Outreach & Technology Transfer

10700 TIAX LLC Technical Assistance for 

Advanced, Low- and ZeroEmissions Mobile and Stationary 

Source Technologies

07/23/10 05/31/13 70,000 70,000

11117 Clean Fuel Connection 

Inc.

Technical Assistance for 

Alternative Fuels, Renewable 

Energy and Electric Vehicles

09/17/10 12/31/12 41,000 41,000

12064 Joseph C. Calhoun, 

P.E., Inc.

Technical Assistance with Lowand Zero-Emission Vehicles, 

Technology and Emissions 

Analysis

06/01/12 12/31/14 20,000 20,000

12214 Calstart Development, Initiation & 

Implementation of a Clean Vehicle 

Outreach Project

01/27/12 10/29/12 12,000 12,000

12309 TIAX LLC Technical Assistance with Lowand Zero-Emission Vehicles, Fuel 

Cells and Fueling Infrastructure

04/06/12 04/05/14 75,000 75,000

12312 Calstart Technical Assistance with Lowand Zero-Emission Technology, 

Goods Movement, Alternative 

Fuels, Transit Applications and 

Fueling Infrastructure

03/29/12 10/29/12 12,181 12,181

12313 CSA America Inc. CNG Fuel System Inspection 

Certification Courses

07/13/12 05/31/13 14,100 28,200

12380 The Tioga Group Technical Assistance Related to 

Emissions, Advanced 

Technologies and Goods 

Movement

04/13/12 04/30/14 25,000 25,000
2012 Annual Report

27 March 2013

Table 2: Contracts Executed or Amended (w/$) between January 1 & December 31, 2012

Contract Contractor Project Title

Start 

Term

End 

Term

AQMD $ Project 

Total $

Outreach and Technology Transfer (cont’d)

12381 Integra Environmental 

Consulting Inc.

Technical Assistance Related to 

Emission Inventories, Goods 

Movement and Off-Road Sources

04/06/12 04/30/14 25,000 $ 25,000

12453 Tech Compass Technical Assistance with 

Alternative Fuels, Fuel Cells, 

Emissions Analysis and 

Aftertreatment Technologies

06/21/12 05/30/14 75,000 75,000

13052 The Better World 

Group

Assist with Completing & 

Publicizing SCAQMD’s Clean Air 

Tips Celebrity Video

11/16/12 11/30/12 11,000 11,000

13081 Burnett & Burnett Technical Assistance for 

Advanced, Low- and ZeroEmissions Mobile and Stationary 

Source Technologies

11/01/12 04/30/14 40,000 40,000

13194 Clean Fuel Connection 

Inc.

Technical Assistance with 

Alternative Fuels, Renewable 

Energy and Electric Vehicles

12/07/12 12/06/14 30,000 30,000

13198 Gladstein, Neandross 

& Associates, LLC

Technical Assistance with 

Alternative Fuels, Emissions 

Analysis and On-Road Sources

12/14/12 12/13/14 75,000 75,000

Direct 

Pay

Electric Drive 

Transportation 

Association

Support National Education 

Campaign, Participate as 2013 

Membership and Cosponsor 2013 

Conference

10/01/12 09/30/13 50,000 1,000,000

Direct 

Pay

Various Cosponsor 18 Conferences, 

Workshops & Events plus 3 

Memberships

01/01/12 12/31/12 244,516 2,694,546

Table 3: Supplemental Revenue Grants Received into Clean Fuels Fund 

between Jan. 1 & Dec. 31, 2012

Revenue 

Agreement Revenue Source Project Title Contractor SCAQMD Project

Project 

Total $

10739 U.S. Dept. of 

Energy/Clean Cities 

Petroleum Reduction 

Technologies Prog.

Purchase of CNG Shuttle 

Vans

SuperShuttle 

International Inc.

#11561. $ 38,150

11617 Southern California 

Gas Company

Natural Gas-Powered Vehicle 

Training and Safety and Fuel 

Cylinder Inspection Program

CSA America Inc. #12313. 14,100

12152 California Energy 

Commission

Construct New Natural Gas 

Fueling Stations

Border Valley Trading; 

City of Covina; Clean 

Energy; Rim of the 

World USD; & Waste 

Management

#12273; 

#12852; 

#12851; 

#13059; 

#12854.

1,351,865

12877 Ports of Long Beach 

& Los Angeles

In-Use Emissions Testing & 

Demonstration of Retrofit 

Technology of On-Road 

Heavy-Duty Engines

West Virginia 

University; & University 

of California Riverside

#11611; 

#11612.

153,276

$1,557,391
2012 Annual Report

March 2013 28

Table 4: Summary of Federal & State Funding Awarded between Jan. 1 & Dec. 31, 2012

Awarding Entity 

or Program

Award 

Date Purpose Contractors

Project 

Total $

DOE DE-FC26-

08NT06812

Oirg: 

9/30/08

Current: 

07/01/12

Plug-In Hybrid Electric Urban Delivery Truck Technology 

Demonstration

Volvo 

Technology of 

America, Inc. 

Contract #12862

 $ 984,000

U.S. EPA DERA 

DE-00T96201-1

09/11/12 Replace 50 Medium Heavy-Duty Diesel Trucks with 

New Full Electric Battery-Powered Medium Heavy-Duty 

Vehicles

RFP closed 

09/12/13

1,045,993

Dept. of Energy 

Vehicle 

Technologies 

Program DEEE0005961

09-28-12 Develop, Demonstrate and Deploy at least 13 Class 8 

Battery Electric Heavy-Duty Trucks and Fuel Cell Hybrid 

Electric Trucks (Revenue Agreement #13082 –

Executed 10/30/12)

4 Contractors 4,169,000

$6,198,993

Table 5: Update of Federal & State Funding Awarded between Jan. 1, 2009 & Dec. 31, 2011

Awarding Entity 

or Program

Award 

Date Purpose Contractors Project Total $

U.S. EPA/DERA

DE 96085601

02/03/09 Retrofit 200 Heavy-Duty Trucks with Diesel Particulate 

Filters (Revenue Agreement #09320 – Executed 

02/18/09) – Project Completed

Various $ 1,000,000

CARB 

(from U.S. 

EPA/DERA 

Program)

G08-DERA-02

05/22/09 Placement of up to 43 aftertreatment devices (retrofit 

traps) on public school buses operating on diesel fuel 

(Revenue Agreement #G-08-DERA-02 – Executed 

05/22/09) – Project Completed

3 School 

Districts

898,000

U.S. EPA/DERA 

Program

EM-00T16601

09/25/09 Implement Heavy-Duty Diesel Drayage Truck 

Replacement Program (Revenue Agreement #10119 

– Executed 10/28/09)

Various 7,500,000

U.S. EPA/DERA 

Program (Emerging 

Technologies)

2A 83442501

2A 83442101

08/31/09 Implement program to optimize and demonstrate 

selective catalytic regenerating and selective catalytic 

continuously regenerating technologies on on-road 

heavy-duty diesel trucks (Revenue Agreements 

#10064 & #10063 - Executed 10/20/09) Project 

Completed

Johnson 

Matthey 

Contracts 

#10696 and 

#10697

4,000,000

Dept. of Energy/

Transportation 

Electrification 

Program

DE-EE0002549

12/14/09 Develop U.S. manufactured next-generation batteries 

and electric vehicles and to fully integrate plug-in 

hybrid electric vehicle systems for 378 medium-duty 

utility and delivery trucks and shuttle buses (Revenue 

Agreement #10193 - Executed 03/25/10) – project in 

progress

Electric Power 

Research 

Institute 

Contract #10659

45,443,332

Dept. of Energy/

Clean Cities 

Program

DE-EE0002562

12/18/09 Expansion of an LNG corridor from Ontario to Las 

Vegas, which would include both vehicles and 

infrastructure and be implemented in conjunction with 

the United Parcel Service (UPS) (Revenue Agreement 

#10467 - Executed 03/04/10) – project in progress

4 Contractors 5,591,611
2012 Annual Report

29 March 2013

Table 5: Update of Federal & State Funding Awarded between Jan. 1, 2009 & Dec. 31, 2011

(cont’d)

Awarding Entity 

or Program

Award 

Date Purpose Contractors Project Total $

Dept. of Energy/

Clean Cities 

Program

DE-EE0002547

12/18/09 Implement a natural gas drayage truck replacement 

program (Revenue Agreement #10480 - Executed 

1/26/10) – projects in progress

Various $ 9,408,389

Dept. of Energy/

Clean Cities 

Program

DE-EE0002545

03/12/10 Ontario LNG Station Upgrade (Revenue Agreement 

#10685 - Executed 05/07/10) – project in progress

TBD 150,000

U.S. EPA

EM 00T34701

04/21/10 Truck Replacement (diesel to diesel and diesel to zero 

emission), install shorepower to two ships, 

demonstrate a combined diesel particulate filter and 

selective catalytic reduction system on two tugboat 

engines. (Revenue Agreement #10707 – Executed 

05/06/10) – pass-through contracts in process 

4-5 Contractors 5,000,000

U.S. EPA

DE 83420301

04/28/09 Develop & Demonstrate SCRT® for NOx and PM 

Emissions Control (Revenue Agreement #09405 -

Executed 06/02/09) – Project Completed

Johnson 

Matthey, Inc. 

Contract #10069

900,000

U.S. EPA

DE-83468501

06/23/10 Demonstrate Emerging Technologies Advanced 

Maritime Emissions Controls (Revenue Agreement 

#11030 – Executed 07/23/10) – Pass-through 

contracts in process

Advanced 

Cleanup 

Technologies 

Inc.

1,500,000

U.S. EPA

DE 00T37701

06/30/10 National Clean Diesel Program – School Bus 

Replacement (Revenue Agreement #11029 -

Executed 07/16/10 ) – Deliverables Completed

Various 1,065,465

California Energy 

Commission

ARV-09-003

09/02/10 Develop U.S. manufactured next-generation batteries 

and electric vehicles and to fully integrate plug-in 

hybrid electric vehicle systems for 378 medium-duty 

utility and delivery trucks and shuttle buses (Revenue 

Agreement #11043 - Executed 09/02/10) – project in 

progress

Electric Power 

Research 

Institute 

Contract 

#106591

5,000,000

California Energy 

Commission/AB118

09/10/10 Alternative and Renewable Fuel and Vehicle 

Technology Program – Construct & Install One NG 

Fueling Station (Revenue Agreement #12286 –

Executed 02/22/12)

Earth Energy 

Fuels

300,000

California Energy 

Commission

ARV-09-002

10/07/10 Implement LNG Drayage Truck Replacement Program 

(Revenue Agreement #11040 - Executed 10/07/10) –

project in progress

Various 5,142,000

California 

Department of 

Transportation

07-6373R

06/15/11 Replace Existing Heavy-Duty Diesel Trucks with New 

Heavy-Duty Natural Gas Trucks (Revenue 

Agreement #11458 – Executed 07/12/11)

Various 1,799,612

California Air 

Resources 

Board(AB 118 

AQIP Program)

G10-AQIP-09

04/05/11 Purchase Cordless Electric Lawnmowers (Revenue 

Agreement #11595 – Executed 04/05/11)

Various 494,314

U.S. EPA (Clean 

Air Technology 

Initiative Program)

A 00909411

12/15/10 Demonstrate Battery Electric Heavy-Duty Trucks & 

Install Air Filtration Systems at Schools or Community 

Centers (Revenue Agreement #11530 – Executed 

01/11/11) – Project Completed

TransPower 

Contract #11614 

and IQAir North 

America #13055

400,000

U.S. EPA

EM-83493501

07/14/11 Implement Garden Equipment and Boiler Efficiency 

Incentive Programs to Demonstrate Reductions in 

Ozone and PM2.5 Air Pollution in LA-San Bernardino 

Nonattainment Areas (Revenue Agreement #11598 –

Executed 3/25/11)

Various 1,270,000
2012 Annual Report

March 2013 30

Table 5: Update of Federal & State Funding Awarded between Jan. 1, 2009 & Dec. 31, 2011

(cont’d)

Awarding Entity 

or Program

Award 

Date Purpose Contractors Project Total $

California Energy 

Commission

ARV-10-045

05/20/11 Administer the SoCalEV Infrastructure Project (Install 

or Upgrade Up to 315 Electric Vehicle Charging 

Stations throughout Southern California) (Revenue 

Agreement #12295 – Executed 03/22/12)

Various $ 840,750

California Air 

Resources Board 

(AB 118 AQIP)

G10-AQIP-10

08/10/11 Demonstrate Combined DPF and SCR Technologies 

on Marine Vessels (Revenue Agreement #12022 –

Executed 08/10/11)

HUG 439,000

U.S. Department 

of Energy (Clean 

Cities Program)

DE-EE0005588

09/26/11 Plug-In Electric Vehicle Infrastructure Planning 

(Revenue Agreement #12167 – Executed 11/12/11)

6-7 Contractors 

Pending

1,000,000

Southern 

California Gas 

Company

5660020940

(augmenting 

U.S.DOE funding 

to NREL)

06/24/11 Develop, Integrate & Demonstrate Heavy-Duty Natural 

Gas Engines and Vehicles (Revenue Agreement 

#11722 – Executed 06/24/11)

National

Renewable 

Energy 

Laboratory

500,000

California 

Department of 

Transportation

07-6373R

06/15/11 Replace Existing Heavy-Duty Diesel Trucks with New 

Heavy-Duty Natural Gas Trucks (Revenue 

Agreement #11458 – Executed 07/12/11)

TBD 1,799,612

$99,642,473
2012 Annual Report

31 March 2013

Project Summaries by Core Technologies

The following represents summaries of the contracts, projects and studies executed or amended

with additional dollars in 2012. They are listed in the order found in Table 2 by category and 

contract number. The summaries provide the project title, contractors and subcontractors, 

SCAQMD cost-share, co-sponsors and their respective contributions, contract term and a 

description of the projects as required by H&SC Section 40448.5.1(d).

Infrastructure and Deployment

11548: Buydown Incentive Program for CNG Home Refueling Appliance “Phill” 

Contractor: Mansfield Gas Equipment 

Systems, Inc.

SCAQMD Cost-Share $ 60,000

Cosponsor

MSRC/AB 2766 Discretionary Fund 

Program

296,000

Term: 09/07/12 – 06/30/14 Total Cost: $ 356,000

Gasoline and diesel fueled mobile sources are a significant source of emissions in the SCAQMD 

and alternative fueled vehicles are a means of reducing these emissions. This project will 

continue the momentum for the expansion of natural gas home refueling appliances and 

passenger car alternative fuel vehicles. This project, in conjunction with the MSRC will provide a 

buy-down incentive of $2,000 per eligible consumer towards the purchase and installation of the 

CNG home refueling appliance, marketed under the name Phill. The program objective is to 

promote the introduction and utilization of Advanced Technology/Partial Zero Emission (ATPZEV) vehicles in the South Coast Air Basin, and thereby benefit the public by reducing mobile 

source emissions and improving air quality.

11561: Convert 34 Passenger Vans to Natural Gas-Power for Deployment as 

Airport Ground Transportation

Contractor: SuperShuttle International SCAQMD Cost-Share $ 144,300

Term: 06/01/11 – 10/31/14 Total Cost: $ 144,300

In February 2012, to augment a previous award, the Board approved additional funding to match 

a U.S. DOE Clean Cities award under the Petroleum Reduction Technologies Projects for the 

Transportation Sector. The additional funding comprises $106,150 from Clean Fuels plus passthrough revenue of $38,150 awarded by U.S. DOE Clean Cities, and will be used to purchase and 

convert 14 additional new gasoline-powered Ford E-350 passenger vans to CNG-power, 

including fuel system retrofit and fuel tank replacement. This augments the existing ongoing 

project to convert 20 Ford E-350 passenger vans to dedicated CNG for airport ground 

transportation service, bringing the revised total number of CNG conversions under this project to 

34 vehicles. The program has a three year life and requires quarterly reporting of fuel use and 

mileage. These vehicles will be used under real-world conditions and are expected to accrue high 

mileage during the project life as these vehicles are typically used in providing airport ground 

transportation service in throughout the SCAQMD’s jurisdiction.
2012 Annual Report

March 2013 32

12259: Demonstrate Natural Gas-Powered Police Vehicle

Contractor: A-1 Alternative Fuel 

Systems

SCAQMD Cost-Share $ 65,000

Term: 04/20/12 – 10/19/14 Total Cost: $ 65,000

Law enforcement and emergency vehicles are exempt from most tailpipe emission standards and 

are not subject to the District’s Fleet Rules, which require fleets to purchase clean and alternative 

fuel vehicles. Many law enforcement agencies deploy the gasoline-powered Ford Crown 

Victoria vehicle in their fleet. This project will provide multiple local law enforcement agencies 

the opportunity to demonstrate a dedicated CNG-powered 2011 model year Ford Crown Victoria 

police pursuit vehicle. More than twelve local law enforcement agencies have already expressed 

an interest in demonstrating and evaluating the performance of the CNG-powered police vehicle 

and will use this opportunity to consider CNG-powered vehicles in future fleet vehicle purchases.

12267: Upgrade CNG Fueling Facility

Contractor: West Covina Unified 

School District

SCAQMD Cost-Share $ 60,000

Term: 10/12/12 – 12/31/17 Total Cost: $ 60,000

At the May 7, 2010 meeting, the Board authorized awards of $40,000 to the West Covina Unified 

School Districts to upgrade their CNG school bus fueling station. At the time the award was 

made, the compressors that were quoted were undersized as they did not take into account the 

school districts expanding natural gas fleet. This contract increased the awards to the school 

district in an amount not to exceed $20,000 to upgrade the CNG school bus fueling station for a 

total amount not to exceed $60,000.

12273: Construct LNG Fueling Station

Contractor: Border Valley Trading Ltd. SCAQMD Cost-Share $ 251,865

Cosponsor

Border Valley Trading Ltd. 252,165

Term: 02/10/12 – 07/30/13 Total Cost: $ 504,030

Funding from the CEC AB 118 Alternative and Renewable Fuel and Vehicle Technology 

Program were awarded to the Clean Fuels Fund in the amount of $2.6 million for 10 natural gas 

fueling stations. The proposed projects were selected by CEC through a competitive solicitation 

process. One such project is with Border Valley Trading Ltd. has been operating LNG trucks 

between the California-Arizona border and the Ports of Los Angeles and Long Beach for several 

years. Due to a lack of adequate LNG fueling stations in that area, BVT requested funding to 

offset the cost of constructing a new LNG fueling station in the Palm Springs area.

12386: Demonstrate Natural Gas-Powered Police Vehicle

Contractor: Agility Fuel Systems SCAQMD Cost-Share $ 54,000

Term: 06/01/12 – 06/30/13 Total Cost: $ 54,000

Law enforcement and emergency vehicles are exempt from most tailpipe emission standards and 

are not subject to the District’s Fleet Rules, which require fleets to purchase clean and alternative 
2012 Annual Report

33 March 2013

fuel vehicles. Many law enforcement agencies deploy the gasoline-powered Ford Crown 

Victoria vehicle in their fleet. This project specifically funds the purchase of and conversion to 

dedicated CNG a new 2011 Ford Crown Victoria for demonstration by the City of South 

Pasadena. This vehicle was upfitted with extra fuel storage capacity to extend both the range and 

usability of the vehicle.

12851: Construct Two LNG Fueling Stations

Contractor: Clean Energy SCAQMD Cost-Share $ 400,000

Cosponsor

Clean Energy 2,618,118

Term: 10/05/12 – 12/31/18 Total Cost: $ 3,018,118

Funding from the CEC AB 118 Alternative and Renewable Fuel and Vehicle Technology 

Program were awarded to the Clean Fuels Fund in the amount of $2.6 million for 10 natural gas 

fueling stations. The proposed projects were selected by CEC through a competitive solicitation 

process. One such project is with Clean Energy, Inc. They has been actively pursuing the 

construction of CNG and LNG fueling infrastructure for heavy- and light-duty vehicles. Clean 

Energy, Inc. has requested funding to offset the cost of constructing the two new LNG fueling 

stations in an amount not to exceed $400,000.

12852: Construct Public Access CNG Fueling Station

Contractor: City of Covina SCAQMD Cost-Share $ 200,000

Cosponsor

City of Covina 418,429

Term: 10/12/12 – 12/31/18 Total Cost: $ 618,429

Funding from the CEC AB 118 Alternative and Renewable Fuel and Vehicle Technology 

Program were awarded to the Clean Fuels Fund in the amount of $2.6 million for 10 natural gas 

fueling stations. The proposed projects were selected by CEC through a competitive solicitation 

process. One such project is with the City of Covina which had been operating an CNG fueling 

facility for its fleet for a number of years. As the number of CNG vehicles operated in the area 

increased, so had the utilization of the station, leading to the ultimate failure of the system and 

requiring installation of new compressors. The City has requested funding assistance to purchase 

additional CNG storage tanks, dispensers and compressors in order to meet the growing demand 

for CNG fueling at their station in an amount not to exceed $200,000.

12854: Upgrade LNG Fueling Station at Baldwin Park Facility

Contractor: Waste Management Inc. SCAQMD Cost-Share $ 300,000

Cosponsor

Waste Management Inc. 1,288,100

Term: 08/17/12 – 12/31/18 Total Cost: $ 1,588,100

Funding from the CEC AB 118 Alternative and Renewable Fuel and Vehicle Technology 

Program were awarded to the Clean Fuels Fund in the amount of $2.6 million for 10 natural gas 

fueling stations. The proposed projects were selected by CEC through a competitive solicitation 

process. One such project is with Waste Management, Inc. which has been operating an LNG 
2012 Annual Report

March 2013 34

fueling facility for its fleet in the City of Baldwin Park for several years. They are actively 

pursuing the purchase of additional LNG and CNG heavy- and light-duty vehicles for their fleet, 

necessitating the expansion of its fueling station to include additional LNG storage and a 

vaporizer to create CNG. Waste Management has requested funding to offset the cost of 

constructing the new LNG and CNG storage vessels, compressors, pumps, dispensers, electrical 

and injection systems, and vaporizers in an amount not to exceed $300,000.

13059: Construct CNG Fast-Fill Station

Contractor: Rim of the World Unified 

School District

SCAQMD Cost-Share $ 200,000

Cosponsor

Rim of the World Unified School 

District

200,000

Term: 10/05/12 – 01/31/18 Total Cost: $ 400,000

Funding from the CEC AB 118 Alternative and Renewable Fuel and Vehicle Technology 

Program were awarded to the Clean Fuels Fund in the amount of $2.6 million for 10 natural gas 

fueling stations. The proposed projects were selected by CEC through a competitive solicitation 

process. One such project is with Rim of the World USD in Lake Arrowhead. The CNG station 

is currently a time-fill design and needs increased storage capacity and a dispenser that is 

approved by the Department of Food and Agriculture in order to provide fueling for waste haulers 

in the area. This action was to purchase additional CNG storage and a dispenser in an amount not 

to exceed $200,000.

Fuels/Emissions Studies

11611: In-Use Emissions Testing and Demonstration of Retrofit Technology for 

On-Road Heavy-Duty Engines

Contractor: West Virginia University 

Research Corporation

SCAQMD Cost-Share $ 239,368

Cosponsors

California Air Resources Board 35,000

West Virginia University Research 

Corporation

27,975

Term: 07/08/11 – 10/07/12 Total Cost: $ 302,343

On-road heavy-duty engines are now subject to the 2010 U.S. EPA emissions standards of 0.01

gram per brake-horsepower-hr (g/bhp-hr) PM and 0.20 g/bhp-hr NOx. Some engine 

manufacturers are using emissions credits which allow them to produce a mixture of engines 

certified at, below, or above 0.20 g/bhp-hr NOx. This mixture of engines allows engine 

manufacturers to comply with the emissions standards on an average basis. These engines are 

either stoichiometric engines with three-way catalysts or lean burn engines equipped with exhaust 

gas recirculation (EGR), selective catalytic reduction (SCR) and/or diesel particulate filter (DPF) 

technology. While recent limited-scale studies have shown reduced NOx and PM emissions from 

trucks powered by compliant engines, other studies indicate a potential increase in some exhaust 

emissions. In particular, in a recent heavy-duty in-use emissions measurement study conducted by 

the University of Colorado, ammonia emissions from liquefied natural gas trucks were found to 

be significantly higher due to the nature of spark-ignited engines. Studies conducted by The 
2012 Annual Report

35 March 2013

Netherland Organization (TNO) indicated that heavy-duty diesel engines equipped with SCR 

technologies have higher NOx exhaust emissions than their certified levels. As such, additional 

studies are required to assess the impact of the technologies on emissions from engines used in a 

variety of applications, particularly since the number of these engines will continue to increase in

the future. In December 2010, the Board awarded a contract to West Virginia University (WVU) 

for $734,742 to conduct in-use emissions testing, and if needed, to evaluate emission-reduction 

potential of retrofit technology on existing and new on-road heavy-duty engines. The Ports of Los 

Angeles and Long Beach expressed later interest in testing additional heavy-duty drayage 

vehicles, and in 2012 this project was amended to include an additional $204,368 from the Ports 

as pass-through revenue into Clean Fuels as well as additional cosponsor funding from CARB 

and WVU. The additional funds will be to conduct eight additional in-use emissions tests of 

heavy-duty drayage vehicles and assess in-use emissions from a 2010 U.S. EPA compliant heavyduty vehicle as the vehicle is driven over a 2,500-mile route between Morgantown, West 

Virginia, and Riverside, California.

11612: In-Use Emissions Testing and Demonstration of Retrofit Technology for 

On-Road Heavy-Duty Engines

Contractor: University of California 

Riverside

SCAQMD Cost-Share $ 76,638

Term: 08/26/11 – 08/25/13 Total Cost: $ 76,638

gram per brake-horsepower-hr (g/bhp-hr) PM and 0.20 g/bhp-hr NOx. Some engine 

manufacturers are using emissions credits which allow them to produce a mixture of engines 

certified at, below, or above 0.20 g/bhp-hr NOx. This mixture of engines allows engine 

manufacturers to comply with the emissions standards on an average basis. These engines are 

either stoichiometric engines with three-way catalysts or lean burn engines equipped with exhaust 

gas recirculation (EGR), selective catalytic reduction (SCR) and/or diesel particulate filter (DPF) 

technology. While recent limited-scale studies have shown reduced NOx and PM emissions from 

trucks powered by compliant engines, other studies indicate a potential increase in some exhaust 

emissions. In particular, in a recent heavy-duty in-use emissions measurement study conducted by 

the University of Colorado, ammonia emissions from liquefied natural gas trucks were found to 

be significantly higher due to the nature of spark-ignited engines. Studies conducted by The 

Netherland Organization (TNO) indicated that heavy-duty diesel engines equipped with SCR 

technologies have higher NOx exhaust emissions than their certified levels. As such, additional 

studies are required to assess the impact of the technologies on emissions from engines used in a 

variety of applications, particularly since the number of these engines will continue to increase in 

the future. In December 2010, the Board awarded a contract to University of California, Riverside 

(UCR) for $734,742 to conduct in-use emissions testing of existing and new on-road heavy-duty 

engines. The Ports of Los Angeles and Long Beach later expressed interest in testing additional 

heavy-duty drayage vehicles, and in 2012 this project was amended to include an additional 

$76,638 from the Ports as pass-through revenue into Clean Fuels. The additional funds will be 

used to conduct three additional in-use emissions tests of heavy-duty drayage vehicles.

12154: Cellulosic Biofuel Feedstocks Analysis

Contractor: University of California 

Riverside/CE-CERT

SCAQMD Cost-Share $ 235,000

Term: 01/20/12 – 03/31/13 Total Cost: $ 235,000
2012 Annual Report

March 2013 36

The interest in biofuel has increased both at the state and national level as an alternative energy 

source to reduce petroleum dependency, greenhouse gases and air pollution. However, the use of 

agricultural products like corns and soybeans hast its limit due to concerns over its sustainability 

without crowding out food supplies. In order to truly increase biofuel utilization, it is essential to 

identify feedstocks that can be processed in a more efficient, cost-effective and sustainable 

manner. Cellulosic biomass is one of the sustainable resources that can potentially support a 

large-scale and lower-cost biofuel production. Recognizing this potential, the State Alternative 

Fuels Plan developed by CEC identifies a transition from Midwest corns to regional agricultural, 

forestry and urban residues as a goal to secure sufficient fuel supplies for future growth. 

However, cellulosic biomass conversion to liquid fuels is still expensive and technology advances 

are urgently needed to achieve economical biofuel production from such sources. The objectives 

of this project are to: 1) identify leading agricultural, forestry, municipal residues that could 

support large scale production of transportation fuels in California, 2) apply accelerated biomass 

compositional analysis to measure the cellulose contents in the feedstocks selected, 3) apply a 

high throughput pretreatment and hydrolysis process to the leading candidates utilizing the 

UCR’s newly-developed robotic system to determine sugar yields that can be used as reactive 

intermediates for conversion to biofuels, and 4) develop a new high throughput system to handle 

harsher conditions without using enzymatic hydrolysis for higher yields of reactive intermediates 

that can be catalytically converted to hydrocarbon biofuels like renewable diesel. The result will 

facilitate selection of feedstocks and process conditions for making a range of sustainable 

transportation fuels in California.

Emission Control Technologies

12124: Retrofit Heavy-Duty Diesel Trucks with Diesel Particulate Filters

Contractor: Gaio Trucking, Inc. SCAQMD Cost-Share $ (5,000)

Cosponsor

Gaio Trucking, Inc. (in-kind) (13,408)

Term: 09/28/11 – 03/31/14 Total Cost: $ (18,408)

The SCAQMD was awarded $1 million from the U.S. EPA under the Diesel Emissions 

Reductions Act (DERA) program to retrofit heavy-duty diesel trucks with Diesel Particulate 

Filters (DPFs). These funds were received into and administer under the Clean Fuels Fund. The 

overall project includes the design, installation and operation of DFP technologies on 200 1998-

2006 model year heavy-duty diesel trucks. One of the applications funded was an award to Gaio 

Trucking, Inc. for DFPs to be installed on nine of the vehicles in their fleet. This modification, 

executed in 2012, removed one of the vehicles for retrofit, along with the corresponding funding 

and cofunding, because the same vehicle was funded under the Proposition 1B Program.

12150: Demonstrate NOx and PM Emission Control Technologies on DieselPowered Construction Equipment

Contractor: Puritech US, LLC SCAQMD Cost-Share $ 72,000

Cosponsor

Puritech US, LLC (in-kind) 100,000

Term: 02/14/12 – 04/30/13 Total Cost: $ 172,000

Diesel-powered construction equipment is a significant contributor to NOx and PM emissions in 

the South Coast Air Basin. This project is a demonstration of a retrofit system to reduce NOx
2012 Annual Report

37 March 2013

emissions and assist in regeneration of the soot collected in the diesel particulate filter. The 

system consists of a catalyst, diesel particulate filter, and diesel fuel injection system, system 

control computer, various sensors and actuators, and a malfunction alarm module. Two off-road 

construction vehicles are to be retrofitted. The project includes a pre-installation evaluation to 

confirm that the candidate vehicles are suitable for the test; the design, fabrication, and 

installation of the systems; and 1000 hours of typical operation to evaluate durability and 

reliability. Emissions of NOx before and after the system will be measured during the durability 

test using electronic sensors.

12186: Retrofit Heavy-Duty Diesel Trucks with Diesel Particulate Filters

Contractor: Pipeline Carriers Inc. SCAQMD Cost-Share $ (75,000)

Term: 12/16/11 – 09/30/14 Total Cost: $ (75,000)

The SCAQMD was awarded $1 million from the U.S. EPA under the Diesel Emissions 

Reductions Act (DERA) program to retrofit heavy-duty diesel trucks with Diesel Particulate 

Filters (DPFs). These funds were received into and administer under the Clean Fuels Fund. The 

overall project includes the design, installation and operation of DFP technologies on 200 1998-

2006 model year heavy-duty diesel trucks. One of the applications funded was an award to 

Pipeline Carriers Inc. for DFPs to be installed on 25 of the vehicles in their fleet. This 

modification, executed in 2012, removed 15 of the vehicles for retrofit, along with the 

corresponding funding, at the request of the contractor due to economic reasons.

12485: CSULB CEERS Student Education Study for Development of a Humid-Air 

System and Exhaust Scrubber for Diesel Engine Emissions Reduction

Contractor: California State University 

Long Beach Foundation

SCAQMD Cost-Share $ 28,000

Term: 06/29/12 – 03/31/13 Total Cost: $ 28,000

Air misting has been used to remove dust particles in the air. In general, fogging and air misting 

could reduce concentration of large particles of 2-10 microns but not smaller ones. One of the 

effective methods for removing small particles is an electrostatic scrubber. The goals of this 

investigation will be focused on the development, assessment and emission testing of the 

performance improvement of the electrostatic fog system for PM removal. In addition, a study 

will be conducted to investigate the combined effects of the humid air system and the electrostatic 

fog for significant reductions in both NOx and PM emissions from the exhaust of a three-cylinder 

naturally aspired liquid-cooled diesel engine connected to an electric dynamometer with a 

maximum output power of 20 BHP.

Electric/Hybrid Technologies & Infrastructure

99109: Lease One Toyota RAV4 Electric Vehicle

Contractor: Toyota SCAQMD Cost-Share $ 3,951

Term: Total Cost: $ 3,951

The SCAQMD operates a number of alternative fuel vehicles (AFVs), including EVs and HEVs. 

The primary objective of having these vehicles as part of the SCAQMD fleet is to continue to 

demonstrate the use of zero-emission vehicles in our fleet. Various AFVs are used to demonstrate 

new clean-fuel vehicles to public and private organizations so that the potential purchasers may 
2012 Annual Report

March 2013 38

familiarize themselves with available low-emission technologies. This contract amendment 

provides for a lease extension and corresponding funding for 2012.

09345: Demonstrate Medium-Speed Electric Vehicles

Contractor: South Bay City Council of 

Governments

SCAQMD Cost-Share $ 119,815

Cosponsor

South Bay City Council of 

Governments (in-kind)

110,663

Term: 06/19/09 – 04/30/13 Total Cost: $ 230,478

In February 2009, the SCAQMD awarded co-funding to South Bay Cities Council of 

Governments to demonstrate a Medium Speed Electric Vehicle (MSEV) program in the South 

Bay. For many residents within the South Coast Air Basin, commutes and short trips can be 

accomplished solely on residential streets at speeds below 35 mph. This project promotes

MSEVs, also called Neighborhood Electric Vehicles, to residents, select businesses, 

municipalities and government entities and establishes a website with driver’s information. This 

demonstration project was extended for an additional 18 months.

12020: Install Electric Charging Infrastructure

Contractor: Coulomb Technologies SCAQMD Cost-Share $ 70,000

Term: 10/05/12 – 04/04/14 Total Cost: $ 70,000

There are approximately 1,800 PEV chargers in need of upgrading in the South Coast Air Basin. 

These sites are ideal locations to upgrade EV infrastructure to Level 2 charging at a lower cost 

than to install PEV infrastructure at new site locations. Leveraging the DOE and/or CEC funding 

received by the three major EVSE manufacturers—ECOtality, Coulomb Technologies, and 

Clipper Creek—SCAQMD has executed contracts with these manufacturers to install new or

upgraded Level 2 EV infrastructure at high usage site locations identified by SCAQMD and the 

manufacturers. Coulomb Technologies has received a combination of DOE and CEC funding 

which will pay for the equipment and partial installation costs for Level 2 infrastructure at 70 site 

locations. SCAQMD is providing cofunding of $1,000 per charger to offset installation costs at 

these locations. Data will be collected from these chargers and provided to SCAQMD to assist in 

SCAQMD’s PEV infrastructure planning process for the DOE and CEC PEV infrastructure 

grants for the South Coast region.

12825: Lease Two BMW ActiveE Electric Vehicles for Two Years

Contractor: BMW of Monrovia SCAQMD Cost-Share $ 31,065

Term: 03/23/12 – 03/22/14 Total Cost: $ 31,065

The SCAQMD is leasing a total of four BMW Active E battery-electric vehicles (BEVs) under 

two contracts, and will add three of them to its demonstration fleet of advanced technology 

vehicles, which are operated to increase public awareness of clean vehicle technologies and for 

display at public outreach events. The fourth vehicle will be used to support an electric vehicle 

demonstration program being conducted by the South Bay Cities Council of Governments. BEVs 

are zero-emission vehicles that draw their power from onboard batteries charged with electricity 

from the grid. The Active E is a limited production model with 700 vehicles deployed in the 
2012 Annual Report

39 March 2013

United States, and BMW plans to apply knowledge gained from this demonstration to the design 

and deployment of 2014 retail models i3 and i8.

12889: Lease Two BMW ActiveE Electric Vehicles for Two Years

Contractor: BMW of Monrovia SCAQMD Cost-Share $ 31,065

Term: 03/23/12 – 03/22/14 Total Cost: $ 31,065

The SCAQMD is leasing a total of four BMW Active E battery-electric vehicles (BEVs) under 

two contracts, and will add three of them to its demonstration fleet of advanced technology 

vehicles, which are operated to increase public awareness of clean vehicle technologies and for 

display at public outreach events. The fourth vehicle will be used to support an electric vehicle 

demonstration program being conducted by the South Bay Cities Council of Governments. BEVs 

are zero-emission vehicles that draw their power from onboard batteries charged with electricity 

from the grid. The Active E is a limited production model with 700 vehicles deployed in the 

United States, and BMW plans to apply knowledge gained from this demonstration to the design 

and deployment of 2014 retail models i3 and i8.

13042: Demonstrate Battery Electric Vehicle

Contractor: South Bay City Council of 

Governments

SCAQMD Cost-Share $ 320,000

Cosponsor

South Bay City Council of 

Governments (in-kind)

192,545

Term: 11/02/12 – 05/01/15 Total Cost: $ 528,078

In July, 2012, the SCAQMD awarded co-funding to South Bay Cities Council of Governments to 

demonstrate Battery Electric Vehicles (BEVs) in the South Bay Cities region where the Local 

Use Vehicle demonstration project has promoted the use of Neighborhood Electric Vehicles 

(NEVs) with local residents, select businesses, municipalities and government entities. A 

demonstration of longer range BEVs will help address some limitations of the previous NEV 

demonstration project and provide guidance for community planning efforts for new BEV models 

that have recently become available.

13251: Lease Two 2012 or Newer Chevrolet Volt Extended-Range Electric Vehicles 

for Three Years

Contractor: Selman Chevrolet 

Company

SCAQMD Cost-Share $ 31,375

Term: 11/28/12 – 11/27/15 Total Cost: $ 31,375

The SCAQMD is leasing two 2013 Chevrolet Volt extended-range electric vehicles (also known 

as plug-in hybrid electric vehicles or PHEVs) to add to its demonstration fleet of advanced 

technology vehicles, which are operated to increase public awareness of clean vehicle 

technologies and for display at public outreach events. PHEVs are vehicles with an all-electric, 

zero-emission range, followed by an efficient, gasoline-burning hybrid mode. The 2013 Volt has 

a zero-emission range of 38 miles, which can meet the needs of most trips so that the Volt can 

operate for extended periods of time without starting the engine. Upon depleting the zeroemission mode, the gasoline-burning ―range extending‖ hybrid mode would allow drivers to take 

longer trips.
2012 Annual Report

March 2013 40

Direct Pay: DMV Title Transfers for 20 Converted MY2010 Ford Escape Hybrid 

Vehicles to Plug-In Hybrid Electric Vehicles using Advanced Lithium-Ion 

Battery Systems

Contractor: Dept. of Motor Vehicles SCAQMD Cost-Share $ 9,000

Term: 07/13/12 – 07/13/12 Total Cost: $ 9,000

The SCAQMD demonstrates a number of advanced technology vehicles to help support the 

development and deployment of cleaner advanced technology and educate consumers at public 

outreach events. There are currently a variety of plug-in hybrid electric, electric, and fuel cell 

vehicles in the SCAQMD Alternative Fuel Vehicle Demonstration Program. In 2012, SCAQMD 

took ownership of 3 Ford Escape Hybrid vehicles, which through a project co-funded through one 

of our Clean Fuels contracts, had been converted to plug-in hybrid electric vehicles using 

advanced lithium-ion battery systems and controls. The transfer of title resulted in a charge for 

California use tax to the DMV.

Direct Pay: Purchase Two 2012 CODA Electric Vehicles

Contractor: Fladeboe CODA SCAQMD Cost-Share $ 82,000

Term: 08/31/12 – 08/31/12 Total Cost: $ 82,000

The CODA Electric, a ZEV which qualifies for carpool lane access, is a four-door five-passenger 

battery-electric sedan and is powered by a 31 kWh lithium iron phosphate battery with a 10 year, 

100,000 mile warranty. The CODA is rated by the U.S. EPA to have a combined highway-city 

range of 88 miles per charge. Using the SAE J1772 connector and the included portable charging 

cable on a 120V (Level 1) household outlet requires 36-40 hours to fully charge the battery, and 

using 220V, 30A Level 2 charging system it will take approximately 6 hours for a full charge. 

The electric motor of the CODA has a maximum power output of 134 hp, with 221 ft-lbs of 

torque, allowing it to attain a maximum speed of 85 mph. In 2012 the SCAQMD purchased two 

of these vehicles to add to its demonstration fleet.

Direct Pay: Purchase Two Toyota Prius Plug-In Hybrid Vehicles

Contractor: Longo Toyota SCAQMD Cost-Share $ 88,000

Term: Total Cost: $ 88,000

Toyota developed 600 Prius Plug-in Hybrid vehicles as part of a global demonstration program 

including approximately 160 vehicles for eight regions in the United States, which includes 

program partners such as the SCAQMD. The program partners operated the demonstration 

vehicles which transmitted data to Toyota for development purposes. In fact, SCAQMD had three 

of the demonstration vehicles from February 2011 until the demonstration program ended on 

April 13, 2012 when the vehicles were returned to Toyota. The Toyota Prius PHV, a PHV which 

qualifies for carpool lane access, is a full performance five-passenger five-door plug-in hybrid 

hatchback, based on the third generation Prius. As a plug-in hybrid electric vehicle, the Prius 

PHV is designed to travel up to 11 miles on battery-electric mode at up to 62 mph before starting 

the ―full-hybrid‖ mode, helping to avoid pollution caused by the ―cold-start‖ phase primarily 

caused by short trips. The ―full-hybrid mode‖ has a fuel efficiency of 50 mpg, with an overall fuel 

efficiency of 95 mpg-equivalent. Energy is stored on board in a 4.4 kWh lithium-ion battery 

pack, which is capable of taking energy from plugging-in, the on-board generators, or through 

regenerative braking. The power train consists of an 80 hp electric motor with 153 ft-lbs of torque 

and a supporting 1.8L, 98 hp four-cylinder gasoline engine with 105 ft-lbs of torque. The battery 
2012 Annual Report

41 March 2013

fully charges in 3 hours using normal 120V household outlets and in 1.5 hours with 240V Level 2 

charging. The Prius PHV uses the SAE J1772 connector, which is the recommended practice for 

Level 1 and Level 2 charging for passenger vehicles in the US. In 2012 SCAQMD purchased two

Toyota Prius PHVs with the premium package including GPS to best showcase the technology in 

its demonstration fleet..

Direct Pay: Develop Zero Emission Vehicle Demonstration Project and 

Implementation Plan

Contractor: South Bay Cities Council 

of Governments

SCAQMD Cost-Share $ 19,983

Term: 03/30/12 – 09/21/12 Total Cost: $ 19,983

The South Bay Cities Council of Governments (SBCCOG) conducted a Local Use Vehicle 

Project. SBCCOG will develop this Plan building on existing policies and programs of SBCCOG 

and learnings from its Local Use Vehicle Project. The Plan is intended to encourage deployment 

of range-limited BEVs (including NEVs) as the secondary vehicle in households; provide usage 

data that will enlighten a number of key policy questions; complement a number of ongoing and 

planned SBCCOG initiatives including PEV Readiness Planning, Enterprise Rent-A-Car 

Collaboration, ECOtality EVSE deployment; and include analysis of the transition of long-range 

primary vehicles to ZEVs and near-ZEVs. The Plan will also provide analysis to help address 

barriers to ZEV adoption that can be shared with other subregions as each addresses strategies to 

improve air quality and reduce GHG emissions.

Purchase Order: Install Electric Vehicle Chargers

Contractor: ATVLS, Inc. SCAQMD Cost-Share $ 20,182

Term: 06/26/12 – 09/20/12 Total Cost: $ 20,182

This project provided funds for the demonstration of Level 2 electric vehicle charging 

infrastructure from several manufacturers including Coulomb Technologies, ECOtality, and 

Clipper Creek. Charging infrastructure was placed in the SCAQMD’s parking lot for public, 

employee, and fleet use. The contractor ATVLS installed four Clipper Creek Level 2 chargers at 

SCAQMD headquarters.

Purchase Order: Install Electric Vehicle Chargers

Contractor: Clean Fuel Connection Inc. SCAQMD Cost-Share $ 11,266

Term: 01/01/12 – 08/30/12 Total Cost: $ 11,266

This project provided funds for the demonstration of Level 2 electric vehicle charging 

infrastructure from several manufacturers including Coulomb Technologies, ECOtality, and 

Clipper Creek. Charging infrastructure was placed in SCAQMD’s parking lot for public, 

employee, and fleet use. The contractor Clean Fuel Connection installed six Coulomb 

Technologies chargers at SCAQMD headquarters.

Purchase Order: Install Electric Vehicle Chargers

Contractor: On Target Electric, Inc. SCAQMD Cost-Share $ 28,946

Term: 02/07/12 – 10/03/12 Total Cost: $ 28,946
2012 Annual Report

March 2013 42

This project provided funds for the demonstration of of Level 2 and DC fast charging electric 

vehicle charging infrastructure from ECOtality. Level 2 charging infrastructure was placed in the 

SCAQMD’s parking lot for public, employee, and fleet use plus a DC fast charger was placed in 

the fleet parking for public, employee, and fleet use. The contractor On Target Electric installed 

12 ECOtality Level 2 chargers and a DC fast charger at SCAQMD headquarters.

Transfer: Insurance Coverage for Hybrid Vehicles in SCAQMD’s 

Demonstration Fleet

Contractor: The Hartford SCAQMD Cost-Share $ 12,000

Term: 08/30/12 – 08/30/12 Total Cost: $ 12,000

In order to showcase and demonstrate advanced, low-emission technologies, the SCAQMD often 

leases and/or purchases clean alternative fuel vehicles to educate public and private organizations 

on the benefits of advanced technologies, as well as provide valuable in-use test data to the 

manufacturers. These vehicles are displayed at outreach events and conferences, used in Rideand-Drive demonstrations, and are part of the SCAQMD carpool fleet. Private insurance is 

obtained for these advanced technology vehicles to ensure proper coverage.

Hydrogen Technologies & Infrastructure

07292: Develop Hydrogen Storage Capability for Gas Blending Facility

Contractor: University of California 

Irvine

SCAQMD Cost-Share $ 200,000

Cosponsors

U.S. Dept. of Energy 134,000

California Energy Commission 241,000

Air Products and Chemicals, Inc. 60,000

National Fuel Cell Research Center 53,000

Term: 08/31/12 – 06/30/13 Total Cost: $ 688,000

Hydrogen has garnered much attention as a mobile fuel due to its potential to deliver near-zero 

emissions in fuel cell vehicles. Hydrogen blended with other fuels, such as natural gas, however, 

has shown potential promise in mobile and stationary combustion systems. Utilizing hydrogen 

blends may provide a near-term opportunity to displace fossil fuels while reducing emissions. 

Testing of distributed generation devices, including microturbines and fuel cells, on different 

blends of hydrogen is therefore a focus of the U.S. Department of Energy and California Energy 

Commission. This contract was to develop the hydrogen storage capability at the Advanced 

Power and Energy Program at UC Irvine for their gas blending facility at a cost not to exceed 

$200,000.

10061: Maintenance and Data Management for SCAQMD’s Hydrogen Station

Contractor: Hydrogenics Corporation SCAQMD Cost-Share $ 130,000

Term: 10/30/09 – 12/30/13 Total Cost: $ 130,000

The SCAQMD, in partnership with Hydrogenics Corporation (formerly Stuart Energy Systems), 

installed a hydrogen generation and fueling station at SCAQMD Headquarters. This system uses 

electrolysis of water to produce the hydrogen and includes the capability to produce backup 
2012 Annual Report

43 March 2013

electrical power using a hydrogen-powered internal combustion engine. This system has been 

used extensively by the SCAQMD hydrogen-powered vehicle fleet and other hydrogen vehicles 

for other demonstration programs throughout Southern California. The hydrogen fuel quality has 

been tested and shown to meet the needs of fuel cell vehicle manufacturers and of the SCAQMD. 

SCAQMD has become a vital location as part of the California Hydrogen Highway network. In 

order to continue maintenance and data management of the existing SCAQMD hydrogen station, 

an amendment of the contract was required with Hydrogenics Corporation. This contract extends 

beyond the original scope of the project and will ensure the station is maintained while plans are 

made for the station’s upgrade.

11555: Construct Hydrogen Fueling Station

Contractor: University of California 

Los Angeles

SCAQMD Cost-Share $ 400,000

Cosponsors

MSRC/AB 2766 Discretionary Fund 

Program

400,000

California Air Resources Board 1,700,000

University of California Los Angeles 489,9990

Term: 12/07/12 – 12/31/19 Total Cost: $ 2,589,990

The University of California Los Angeles (UCLA) was awarded funding under CARB RFP #08-

606 entitled ―California Hydrogen Highway Network Modular Fueling Stations‖ and by the 

MSRC under program RFP # P2008-12 entitled ―Alternative Fuel Infrastructure Funding 

Opportunities.‖ Both RFPs were issued in 2008. UCLA will demonstrate a new hydrogen 

refueling station open 24 hours a day 7 days a week which will be accessible to the public and 

will provide fueling at pressures of both 35 MPa and 70 MPa. The proposed location for this 

station is at the north-east corner of the UCLA Transit facility (1100 Veteran Avenue, 11075 

Kinross Avenue) located within one quarter mile of the San Diego Freeway (Interstate 405) in 

Westwood. This is a strategic location that will fill a significant gap in the availability of 

hydrogen in Southern California as part of the California Hydrogen Highway Network. The 

hydrogen station demonstration project required additional funding in the amount of $400,000 in 

order to offset capital equipment costs.

12057: Expand Hydrogen Fueling Infrastructure

Contractor: Linde, LLC SCAQMD Cost-Share $ 250,000

Cosponsors

California Energy Commission 2,049,134

Linde, LLC 433,043

Term: 11/02/12 – 11/02/18 Total Cost: $ 2,732,177

The goal of this project is to successfully provide commercially viable hydrogen fueling to a large 

FCV population by deploying fueling station technology that represents step change advances in 

reliability, performance, and speed. Linde will demonstrate that hydrogen fueling can be 

successfully integrated with retail gasoline fueling stations and provide public hydrogen fueling 

to promote its viability in the broader marketplace. The station will be located in a heavily 

traveled area close to main corridors and adjacent to key residential areas considered by OEMs to 

be FCV early-adopters. Linde will design and build an MF90 Fueling System with a capacity of 
2012 Annual Report

March 2013 44

up to 240 kg/day with 350 and 700 bar fueling capability that will be fully SAE J2601 compliant. 

The system will also include high pressure storage to increase peak fueling capacity. The high 

throughput and redundant design is a major leap forward in hydrogen fueling station technology, 

and this translates to higher up-front capital costs compared to a system that supplies only 100 

kg/day. Approximately 100% of the renewable biogas that Linde will purchase to fulfill SB 1505 

requirements will go towards the Laguna Niguel fueling station.

13146: Lease One Toyota Prius Hydrogen-Fueled Vehicle

Contractor: California State University 

Los Angeles

SCAQMD Cost-Share $ 0

Term: 11/08/12 – 03/31/14 Total Cost: $ 0

The SCAQMD demonstrates a number of advanced technology vehicles to help support the 

development and deployment of cleaner advanced technology and educate consumers at public 

outreach events. There are currently a variety of plug-in hybrid electric, electric, and fuel cell 

vehicles in the SCAQMD Alternative Fuel Vehicle Demonstration Program. In 2012, a lease was 

executed with Cal State LA to add one Toyota Prius hydrogen-fueled vehicle to the SCAQMD’s 

demonstration fleet.

Direct Pay: Hydrogen Fuel Analyses for SCAQMD’s Hydrogen Station

Contractor: Smart Chemistry SCAQMD Cost-Share $ 4,000

Term: 04/11/12 – 05/20/12 Total Cost: $ 4,000

The SCAQMD maintains a hydrogen station at its Headquarters in Diamond Bar, and every few 

years there is a need to conduct sampling and analysis of particulates and gaseous content in the 

hydrogen fuel. Smart Chemistry is one of the few qualified independent laboratories that can 

perform sampling and analysis of hydrogen gas streams to the low levels SAE J2719. Smart 

Chemistry assisted SCAQMD in 2008 with performing gas sampling and chemical analysis of the 

electrolyzer-based hydrogen fueling station. The work conducted was for determining hydrogen 

purity in order to present to the various OEMs assuring them the quality met the SAE J2719 

standards.

Health Impacts Studies

12197: Health Effects of PM Particles from Heavy-Duty Biodiesel-Fueled Vehicles

Contractor: University of California 

Riverside/CE-CERT

SCAQMD Cost-Share $ 207,500

Term: 01/13/12-09/12/13 Total Cost: $ 207,500

Biodiesel is one of the renewable fuels promoted as a promising alternative to petroleum diesel 

because it can be substituted for diesel with little or no engine modifications while maintaining 

the same load capacity and range. Despite recent advancements in toxicological research in the 

air pollution field and numerous studies on the effects of alternative fuels on vehicular emissions, 

the relationship between particle chemical composition and health effects is still not completely 

understood for many alternative fuels, including biodiesel. A study to better understand how the 

toxicity of PM emissions from heavy-duty vehicles varies with different biodiesel compositions is 

needed to ensure health benefits are not compromised with the increased use of biodiesel. The 

objective of this project is to investigate the toxicological potential, and physical and chemical 

composition of exhaust PM emissions from biodiesel-fueled heavy duty trucks. The test matrix 
2012 Annual Report

45 March 2013

will include two heavy duty trucks with different exhaust configurations tested over the EPA 

Urban Dynamometer Driving Schedule (UDDS) cycle, with four test fuels consisting of CARB 

diesel as a baseline and three biodiesel blends created from soy based, animal fat based, and

waste cooking oil biodiesels. The blend levels will be at least 20% or higher by volume to ensure 

discernible differences in the test results.

12208: Determine the Physical and Chemical Composition and Associated Health 

Effects of Tailpipe PM Emissions

Contractor: University of California 

Riverside/CE-CERT

SCAQMD Cost-Share $ 175,000

Cosponsor

California Energy Commission 1,200,000

Term: 01/21/12 – 07/19/13 Total Cost: $ 1,375,000

CARB has recently amended the reformulated gasoline regulation allowing the ethanol content to 

increase from 5.7% to 10% to further promote ethanol use as part of the state’s strategy to reduce 

petroleum dependency and carbon intensity. In addition, with the approval of E15 for sale by U.S. 

EPA, ethanol use is expected to increase in the future. In order to ensure that such increase in 

ethanol use does not compromise air quality or public health, it is important to investigate the 

toxicity and associated health impacts from the use of ethanol-blended fuels. The objective of this 

project is to characterize the physical and chemical compositions, such as particle size and 

number distribution, elemental and organic carbon fractions, ions, metals, and polycyclic 

aromatic hydrocarbons (PAHs), and to evaluate the toxicological properties and associated health 

risks of tailpipe PM emissions for ethanol and other alcohol-blended fuels. This project will be 

conducted in conjunction with an emissions testing program funded by CEC to test vehicles, 

representing current and future California vehicle fleets, with various alcohol and hydrocarbon 

blends. While the CEC funded project will focus on measurements of emissions for criteria 

pollutants and other regulated emissions, SCAQMD funding will be used to characterize PM 

emissions for toxicity and health effects from a subset of the test vehicles. The test matrix will 

include three light-duty passenger vehicles with four different alcohol fuel blends, mostly ethanol 

blends, tested over Federal Test Procedure or Unified Cycles. The final test matrix will be 

developed in consultation with a technical advisory committee.

12865: Develop Quantitative Cellular Assays for Use in Understanding the 

Chemical Basis of Air Pollutant Toxicity

Contractor: University of California 

Los Angeles

SCAQMD Cost-Share $ 368,457

Term: 06/08/12 – 07/07/14 Total Cost: $ 368,457

The objective of this project is to develop a biological-mechanism-based analytical procedure to 

characterize the toxicity of air pollutants. The initial phase of the study will be to develop and 

characterize a standard in quantities sufficient to be employed in subsequent toxicity analyses of 

vehicle emissions and ambient pollutants. The proposed path is to work with researchers at 

University of California Riverside’s Center for Environmental Research and Technology (CECERT) to collect a large quantity of diesel exhaust (including both particulate and vapor phase) 

from a well-characterized engine using low-sulfur fuel as the standard. Quantitative dose 

response toxicity assays will then be conducted with emissions from advanced technology 

engines to compare with results from assays using the standard diesel emissions. This will 
2012 Annual Report

March 2013 46

provide a measure of the relative toxic potency of vehicle emissions that can be directly 

compared in standard assays.

Stationary Clean Fuel Technologies

10723: Retrofit Digester Gas Engine with NOx Tech Aftertreatment Emission 

Control Technology

Contractor: Eastern Municipal Water 

District

SCAQMD Cost-Share $ 85,000

Cosponsor

Eastern Municipal Water District 804,000

Term: 03/16/12 – 03/15/13 Total Cost: $ 889,000

Biogas (digester or landfill gas) fueled engines are engines traditionally operated at landfills, 

wastewater treatment plants and other sites where waste fuel gas is generated and used primarily 

to power electrical generators and in some cases blowers. The objective of this contract is to 

demonstrate the NOxTech aftertreatment emission control technology on an internal combustion 

engine operating on biogas from a wastewater treatment plant. This project is part of an effort to 

further demonstrate and identify biogas cleanup and emission control technologies for biogas 

engines to achieve compliance with the January 2016 emission limits of Rule 1110.2.

13030: Demonstrate 300kW Molten Fuel Cell with Exhaust-Fired Absorption 

Chiller

Contractor: University of Irvine SCAQMD Cost-Share $ 257,500

Cosponsors

Fuel Cell Energy 100,000

Yazaki 261,000

Self-Generation Incentive Program 690,000

Southern California Gas Company 200,000

Xnergy 988,000

University of California Irvine 37,000

California Energy Commission 1,480,000

Term: 10/12/12 – 04/11/15 Total Cost: $ 4,013,500

UCI proposes a combined cooling, heat and power (CCHP) system that will be installed on the 

University of California, Irvine campus at the Multipurpose Science and Technology Building. 

This system integrates a highly efficient, high-temperature molten carbonate fuel cell with an 

exhaust-fired absorption chiller, which utilizes the exhaust heat from the fuel cell to generate 

cooling. The system will provide 300 kW of reliable, clean electricity and 40 tons of cooling to 

the campus building, while producing virtually zero criteria pollutants. Overall the system is 

expected to achieve an efficiency approaching 70%. The goal of the project is to provide a 

―showcase‖ installation that will inform the California architectural and developer communities 

to the attributes of fuel cell based CCHP technology.
2012 Annual Report

47 March 2013

Outreach & Technology Transfer

10700: Technical Assistance for Advanced, Low- and Zero-Emissions Mobile and 

Stationary Source Technologies

Contractor: TIAX LLL SCAQMD Cost-Share $ 70,000

Term: 07/23/10 – 05/31/13 Total Cost: $ 70,000

Mobile sources emit the majority of air pollution in the South Coast Air Basin. In particular, 

heavy-duty diesel vehicles emit high levels of NOx, a precursor to photochemical smog, as well 

as diesel particulate exhaust, which has been categorized by CARB as a toxic air contaminant. 

The AQMP for the Basin identifies the application of clean-burning alternative fuels (e.g., natural 

gas, ethanol, and hydrogen), advanced vehicle technologies (e.g., fuel cells, hybrid electric and 

plug-in hybrid electric vehicles) and advanced stationary source pollution control technologies to 

meet the national ambient air quality standards. These air quality gains, however, may only be 

realized if programs are in place to develop, commercialize, and implement these technologies. 

As a result, the SCAQMD seeks to implement aggressive programs to develop and demonstrate 

pre-commercial technologies. This contract is being used to leverage staff resources with 

specialized outside expertise. TIAX has provided expertise involving low- and zero-emission 

vehicles, associated technologies, and alternative fuels since the early 1980s. TIAX team of 

scientists and engineers will provide technical expertise across a broad spectrum of emission 

reduction technologies, policies, and issues. An additional $70,000 was added to this Contract to 

provide expertise on mobile and stationary source technology scenarios to achieve ozone 

attainment in the Basin by 2023 and 2030 time frame.

11117: Technical Assistance for Alternative Fuels, Renewable Energy and Electric 

Vehicles

Contractor: Clean Fuel Connection Inc. SCAQMD Cost-Share $ 41,000

Term: 09/17/10 – 12/31/12 Total Cost: $ 41,000

Mobile sources emit the majority of air pollution in the South Coast Air Basin. In particular, 

heavy-duty diesel vehicles emit high levels of NOx, a precursor to photochemical smog, as well 

as diesel particulate exhaust, which has been categorized by CARB as a toxic air contaminant.

The AQMP for the Basin identifies the application of clean-burning alternative fuels (e.g., natural 

gas, ethanol, and hydrogen), advanced vehicle technologies (e.g., fuel cells, hybrid electric and 

plug-in hybrid electric vehicles) and advanced stationary source pollution control technologies to 

meet the national ambient air quality standards. These air quality gains, however, may only be 

realized if programs are in place to develop, commercialize, and implement these technologies. 

As a result, the SCAQMD seeks to implement aggressive programs to develop and demonstrate 

pre-commercial technologies. This contract was originally executed in September 2010 in the 

amount of $50,000 to leverage staff resources with specialized outside expertise. Clean Fuel 

Connection has provided expertise involving low- and zero-emission vehicles, associated 

technologies, and alternative fuels since the late 1990s. Clean Fuel Connection has over 16 years 

of experience with zero-emission and low-emission technologies and will provide technical 

expertise across a broad spectrum of emission reduction technologies, including alternative fuels, 

electric vehicles, charging infrastructure, and renewable energy under this contract.
2012 Annual Report

March 2013 48

12064: Technical Assistance with Low- and Zero-Emission Vehicles, Technology 

and Emissions Analysis

Contractor: Joseph C. Calhoun, P.E., 

Inc.

SCAQMD Cost-Share $ 20,000

Term: 06/01/12 – 12/31/14 Total Cost: $ 20,000

Mobile sources emit the majority of air pollution in the South Coast Air Basin. In particular, 

heavy-duty diesel vehicles emit high levels of NOx, a precursor to photochemical smog, as well 

as diesel particulate exhaust, which has been categorized by CARB as a toxic air contaminant.

The AQMP for the Basin identifies the application of clean-burning alternative fuels (e.g., natural 

gas, ethanol, and hydrogen), advanced vehicle technologies (e.g., fuel cells, hybrid electric and 

plug-in hybrid electric vehicles) and advanced stationary source pollution control technologies to 

meet the national ambient air quality standards. These air quality gains, however, may only be 

realized if programs are in place to develop, commercialize, and implement these technologies. 

As a result, the SCAQMD seeks to implement aggressive programs to develop and demonstrate 

pre-commercial technologies. This contract is being used to leverage staff resources with 

specialized outside expertise. Under this Contract, Mr. Joseph Calhoun shall provide expertise 

with low- and zero-emission vehicles including alternative fuels for light- and heavy-duty 

vehicles, engine technology, stationary sources, emissions analysis, and outreach for 

dissemination and commercialization of new technologies. Mr. Calhoun has over 50 years of 

experience related to air quality and has held positions including Automotive Engineering Board 

Member of CARB, Chief of Motor Vehicle Compliance of CARB, and Assistant Director of 

General Motors Automotive Emissions.

12214: Development, Initiation & Implementation of a Clean Vehicle Outreach 

Project

Contractor: Calstart SCAQMD Cost-Share $ 12,000

Term: 01/27/12 – 10/29/12 Total Cost: $ 12,000

Through this project, a vehicle comparison calculator for medium- and heavy duty vehicles would 

be developed. The calculator would compare fuel cost, fuel economy, criteria emissions, and 

greenhouse gas emissions for gasoline, diesel, advanced technology, and alternative fueled 

medium- and heavy-duty vehicles. This project was cancelled before the calculator was 

completed. The in-progress deliverable included estimations of fuel cost, fuel economy, and 

greenhouse gas emissions for medium- and heavy-duty vehicles.

12309: Technical Assistance with Low- and Zero-Emission Vehicles, Fuel Cells and 

Fueling Infrastructure

Contractor: TIAX LLC SCAQMD Cost-Share $ 75,000

Term: 04/06/12 – 04/05/14 Total Cost: $ 75,000

Under this Contract, TIAX is providing expert technical assistance to SCAQMD to implement the 

Clean Fuels Program. Their services will include technical assistance in the areas of low- and 

zero-emission vehicles, alternative fuels, fueling infrastructure, fuel cells, and goods movement 

studies. TIAX has previously assisted SCAQMD in these technical areas.
2012 Annual Report

49 March 2013

12312: Technical Assistance with Low- and Zero-Emission Technology, Goods 

Movement, Alternative Fuels, Transit Applications and Fueling 

Infrastructure

Contractor: Calstart SCAQMD Cost-Share $ 12,181

Term: 03/29/12 – 10/29/12 Total Cost: $ 12,181

There is a need to accelerate the learning process regarding workplace charging by quickly 

sharing information and enabling employer-to-employer communication and collaboration. 

CalSTART has been engaged to prepare an analysis of the knowledge and experience of firstmover companies based on the results from their online scoping survey and to present the survey 

analysis at a Workplace Charging Workshop on July 31, 2012 at Google Headquarters in 

Mountain View, California.

12313 CNG Fuel System Inspection Certification Courses

Contractor: CSA America Inc. SCAQMD Cost-Share $ 14,100

Term: 07/13/12 – 05/31/13 Total Cost: $ 28,200

This project will provide qualified individuals with an opportunity to participate in a CNG Fuel 

System Inspector Certification examination. Individuals permitted to participate in this program 

will have demonstrated completion of a Natural Gas Vehicle Cylinder Inspection training course 

under a separate project administered through the Advanced Transportation Technology and 

Energy Network of the California Community Colleges. Individuals completing the Certification 

course will be qualified to perform inspections of containers, valves, PRDs (including vent 

system) and other fuel system components of compressed natural gas powered vehicles. The 

certification complies with the International Organization for Standardization (ISO) 17024 

standard for personnel certification programs. CSA Standards is an ANSI Accredited Certifier 

Accreditation #0779.

12380: Technical Assistance Related to Emissions, Advanced Technologies and 

Goods Movement

Contractor: The Tioga Group SCAQMD Cost-Share $ 25,000

Term: 04/13/12 – 04/30/14 Total Cost: $ 25,000

Due to the rapid pace at which technologies are evolving, external expertise is needed to augment 

in-house expertise and assist staff in technical reviews of emissions, advanced technologies, and 

operations of the goods movement sector. In addition, expert consultants are required to assist 

staff in establishing the procedures and renewing applications implementing CARB’s Carl Moyer 

and Proposition 1B programs for goods movement applications. This contract provides 

SCAQMD with emission analysis, advanced technologies, and operations of the goods movement 

sector on a task order basis. SCAQMD designated staff will define and pre-authorize specific 

tasks.

12381: Technical Assistance Related to Emission Inventories, Goods Movement 

and Off-Road Sources

Contractor: Integra Environmental 

Consulting Inc.

SCAQMD Cost-Share $ 25,000

Term: 04/06/12 – 04/30/14 Total Cost: $ 25,000
2012 Annual Report

March 2013 50

Due to the rapid pace at which technologies are evolving, external expertise is needed to augment 

in-house expertise and assist staff in technical reviews of emission inventories, goods movement

sector, and off-road sources. In addition, expert consultants are required to assist staff in 

establishing the procedures and renewing applications implementing CARB’s Carl Moyer and 

Proposition 1B programs for goods movement applications. This contract provides technical 

assistance to SCAQMD with emission inventories, goods movement sector analysis.

12453: Technical Assistance with Alternative Fuels, Fuel Cells, Emissions Analysis 

and Aftertreatment Technologies

Contractor: Tech Compass SCAQMD Cost-Share $ 75,000

Term: 06/21/12 – 05/30/14 Total Cost: $ 75,000

The Air Quality Management Plan (AQMP) for the Basin identifies the application of cleanburning alternative fuels (e.g., natural gas, ethanol, and hydrogen), advanced vehicle technologies 

(e.g., fuel cells, hybrid electric and plug-in hybrid electric vehicles) and advanced stationary 

source pollution control technologies to meet the national ambient air quality standards. These 

air quality gains, however, may only be realized if programs are in place to develop, 

commercialize, and implement these technologies. As a result, the SCAQMD seeks to implement 

aggressive programs to develop and demonstrate pre-commercial technologies. This contract is 

being used to leverage staff resources with specialized outside expertise. To promote, assess, 

expedite, and deploy the development and demonstration of advanced, low-and zero-emissions 

mobile and stationary technologies, SCAQMD relies on expert input and consultation. Tech 

Compass has over 28 years of professional experience in bringing environmental, energy, and 

alternative propulsion technologies from the laboratory to the market.

13052: Assist with Completing & Publicizing SCAQMD’s Clean Air Tips Celebrity 

Video

Contractor: The Better World Group SCAQMD Cost-Share $ 11,000

Term: 11/16/12 – 11/30/12 Total Cost: $ 11,000

As a way of promoting actions that can be performed by the general public to clean the air, The 

Better World Group worked closely with SCAQMD staff on creating the 10 Things You Can Do, 

which served as a promotional video and as separate PSAs. The video was featured at SCAQMD

conferences and events and will be aired on various media outlets. The Better World Group 

identified and secured celebrities for the video and oversaw production.

13081: Technical Assistance for Advanced, Low- and Zero-Emissions Mobile and 

Stationary Source Technologies

Contractor: Burnett & Burnette SCAQMD Cost-Share $ 40,000

Term: 11/01/12 – 04/30/14 Total Cost: $ 40,000

Development and demonstration of advanced alternative fuel vehicles that incorporate current 

state-of-the-art technology including low-emission, high efficiency engines and low-cost 

alternative fuel chassis technology are encouraged to lower NOx and PM emissions in the Basin.

This contract is being used to leverage staff resources with specialized outside expertise. Burnett

& Burnett is a recognized expert in the design, engineering, construction and operation of natural 

gas fueling systems and has been instrumental in the past in assisting SCAQMD in implementing 
2012 Annual Report

51 March 2013

and commercializing CNG related vehicles and fueling systems. Burnett & Burnett will continue 

to provide expertise involving new installations and upgrades of existing alternative fueling 

infrastructure and will assist in analyzing all data gathered from prospective fleet operators and 

provide advice on natural gas fuel station construction, operation, and maintenance costs and 

concerns, supply and demand projections, strategic location, fuel availability and delivery 

reliability.

13194: Technical Assistance with Alternative Fuels, Renewable Energy and 

Electric Vehicles

Contractor: Clean Fuel Connection Inc. SCAQMD Cost-Share $ 30,000

Term: 12/07/12 – 12/06/14 Total Cost: $ 30,000

In order to promote the deployment, development and demonstration of advanced, low-and zeroemissions mobile and stationary technologies, Clean Fuel Connection will provide expertise 

involving PEV technologies. This work will include building upon the previous set of fact sheets 

on PEVs and PEV infrastructure by developing additional worksheets focusing on education 

outreach on multi-unit dwellings and workplace charging, with a focus on the South Coast region.

13198: Technical Assistance with Alternative Fuels, Emissions Analysis and OnRoad Sources

Contractor: Gladstein, Neandross & 

Associates, LLC

SCAQMD Cost-Share $ 75,000

Term: 12/14/12 – 12/31/14 Total Cost: $ 75,000

Mobile sources emit the majority of air pollution in the South Coast Air Basin. In particular, 

heavy-duty diesel vehicles emit high levels of NOx, a precursor to photochemical smog, as well 

as diesel particulate exhaust, which has been categorized by CARB as a toxic air contaminant.

The AQMP for the Basin identifies the application of clean-burning alternative fuels (e.g., natural 

gas, ethanol, and hydrogen), advanced vehicle technologies (e.g., fuel cells, hybrid electric and 

plug-in hybrid electric vehicles) and advanced stationary source pollution control technologies to 

meet the national ambient air quality standards. These air quality gains, however, may only be 

realized if programs are in place to develop, commercialize, and implement these technologies. 

As a result, the SCAQMD seeks to implement aggressive programs to develop and demonstrate 

pre-commercial technologies. This contract is being used to leverage staff resources with 

specialized outside expertise. Gladstein, Neandross & Associates LLC (GNA) has previously 

assisted SCAQMD with implementing a wide-array of incentive programs to deploy loweremitting heavy-duty vehicles and advanced transportation technologies. Under this Contract, 

GNA will provide technical expertise across a broad spectrum of emission reduction 

technologies, including alternative fuels, emissions analysis and on-road sources.
2012 Annual Report

March 2013 52

Direct Pay: Support National Education Campaign, Participate as 2013 

Membership and Cosponsor 2013 Conference

Contractor: Electric Drive 

Transportation Association

SCAQMD Cost-Share $ 50,000

Cosponsors:

Over 110 members in public and 

private agencies

950,000

Term: 10/01/12 – 09/30/13 Total Cost: $ 1,000,000

The Electric Drive Transportation Association (EDTA), created in 1989, is the preeminent US 

industry association dedicated to the promotion of electric drive as the best means to achieve the 

highly efficient and clean use of secure energy in the transportation sector. EDTA brings together 

110+ key stakeholders from across the electric vehicle value chain, constituting the most 

comprehensive manufacturers’ and trade association representing transportation electrification.

SCAQMD has cosponsored EDTA conferences in the past and joined EDTA membership in 

2012. Membership benefits will allow SCAQMD to serve as a member of the GoElectricDrive 

national education and awareness campaign to accelerate the adoption of PEVs by consumers, 

fleet operators and other major market segments. Other campaign committee workgroups on 

public policy and communications are also available for SCAQMD participation. SCAQMD will 

also be recognized as a cosponsor of the upcoming annual EDTA conference in June 2013 in 

Washington, D.C.

Direct Pay: Cosponsor 18 Conferences, Workshops & Events plus 3 

Memberships

Contractor: Various SCAQMD Cost-Share $ 244,516

Cosponsors

Various 2,450,000

Term: 01/01/12 – 12/31/12 Total Cost: $ 2,694,546

The SCAQMD regularly participates in and hosts or cosponsors conferences, workshops and events. 

These funds provide support for the 20 conferences, workshops and events sponsored throughout 2012 

as follows: UCI’s ICEPAG Conference; Verde Xchange Conference; WRCOG’s Clean Cities 

Advancing the Choices Event; UCR’s PEMS Conference; CRC’s 22nd Real World Vehicle Emissions 

Workshop; U.S. EPA’s West Coast Collaborative 2012 Meeting; EVS26 Conference; ACT Expo 

Conference & Expo; UCLA’s World EV Conference; Cal Poly Pomona’s Solar Boat Student Project; 

Miscellaneous Event Attendance and Exhibit Setup; Women in Green Conference; City of Santa 

Monica AltCar Expo & Conference; C3VR’s California Vehicle Codes & Standards Seminar; 

Southern California Energy Summit; JPL’s Student Climate Day; BreathLA’s 4th COPD Conference; 

and Transportation Research Board’s Minority Student Fellows Program. Memberships for the 

California Plug-In Electric Vehicle Collaborative for both calendar years 2012 & 2013 and the Fuel 

Cell & Hydrogen Energy Association for calendar year 2013 are also included.
2012 Annual Report

53 March 2013

PROGRESS IN 2012

Key Projects Completed

A large number of emission sources contribute to the air quality problems in the South Coast Air 

Basin. Given the diversity of these sources, there is no single technology or ―silver bullet‖ that 

can solve all of the region’s problems. Accordingly, the SCAQMD continues to support a wide 

range of advanced technologies, addressing not only the diversity of emissions sources, but also 

the time frame to commercialization of these technologies. Projects co-funded by the SCAQMD’s 

Clean Fuels Program include emission reduction demonstrations for both mobile and stationary 

sources, although legislative requirements limit the use of available funds primarily to on-road 

mobile sources. 

Historically, mobile source projects have targeted low-emission technology developments in 

automobiles, transit buses, medium- and heavy-duty trucks and off-road applications. These 

vehicle-related efforts have focused on: 1) advancements in engine design, electric power trains, 

energy storage/conversion devices (e.g., fuel cells and batteries); and 2) implementation of clean 

fuels (e.g. natural gas, propane and hydrogen) including their infrastructures. Stationary source 

projects have included a wide array of advanced low NOx technologies and clean energy 

alternatives, such as fuel cells, solar power and other renewable energy systems. 

Table 7 (page 59) provides a list of 40 projects and contracts completed in 2012. Summaries of 

the completed technical projects are included in Appendix C. Selected projects which represent a 

range of key technologies from near-term to long-term are highlighted below.

Convert Light-Duty Vehicle to Plug-In Hybrid Electric

In May 2005, the Board approved the design, implementation, and demonstration of the 

conversion of a 2005 Toyota Prius hybrid electric vehicle (HEV) to a battery-dominant system 

that increases vehicle range, decreases fuel consumption, and reduces air pollution through 

adding all-electric range. In November, 2005, the Board approved additional funding to convert 

two more Priuses to plug-in, with an option to convert another two with next-generation 

enhancements. 

This project converted Toyota Prius HEVs into plug-in hybrid electric vehicles (PHEVs) that can 

use grid-electricity to provide part of the energy for running the vehicles. These vehicles were 

used to demonstrate PHEV technology, to gather charging and performance data, and to engage 

the public about alternative fuel technologies. 

 

Figure 12: EnergyCS display includes

battery voltage and temperature

Figure 13: EnergyCS battery integrated in a 

passenger vehicle
2012 Annual Report

March 2013 54

Major milestones of this project were the refinement of the control system and hardware, 

procurement of batteries and components, integration of the vehicle systems, optimization of the 

control system, vehicle completion, testing, demonstration, and analysis.

While EnergyCS will not be commercializing a plug-in hybrid electric passenger vehicle, the 

battery control technology has found a new, related application. EnergyCS has been acquired by 

CODA specifically for the battery control system that EnergyCS developed. The CODA Electric 

automobile is a zero-emission all-electric passenger vehicle now available for retail sale, and 

CODA Energy is providing battery storage for renewable energy generation.

Sustainable Transportation Energy Pathways (STEPs) Program

In 2007, UC Davis Institute of Transportation Studies instituted the Sustainable Transportation 

Energy Pathways (STEPS) program to conduct a four-year research and outreach program to 

develop the theory, tools and methods that allow for self-consistent and transparent comparisons 

of promising alternative energy and vehicle pathways. STEPS also applied these tools and 

methods in comparative assessments of four general transportation energy pathways in the areas 

of hydrogen, biofuels, electricity and fossil fuels. 

The focus of the STEPS program is on understanding transitions toward more sustainable 

transportation fuels and vehicles, understanding how one technology path can enable another, 

how multiple technologies can be synergistic or competitive and how transitions might occur at 

lowest cost with maximum public benefits.

STEPS analyses included a focus on Southern California as the early market for alternative fueled 

vehicles, specifically hydrogen fuel cells, plug-in hybrid and battery electric vehicles. Four 

specific STEPS projects have direct relevance to AQMD: Hydrogen Infrastructure Transition 

Analysis – Station Build-out in LA Basin; Electric Vehicle Energy Loads on the Grid - LA Basin 

Regional Case Study; Plug-in Hybrid Electric Vehicle and Alternative Fueled Vehicle Consumer 

Survey Research; and Cross-Comparison of Vehicle-Fuel Pathways.

Free electronic copies are available at 

www.steps.ucdavis.edu/STEPS.Book.

Perhaps the single most important insight from STEPS research is that a portfolio approach 

combining efficiency, alternative fuels and VMT reduction will give us the best chance of 

meeting stringent goals for a sustainable transportation future. Given the uncertainties, and the 

long timelines, it is critical to nurture a portfolio of key technologies toward commercialization 

and to start now. UC Davis ITS is further developing sustainable transportation energy pathways, 

including increased analysis of shale oil and gas, in the Next STEPs program through 2014.

Installation of Industrial Pipeline-Supplied Hydrogen Fueling Station

Deployment of zero-emission fuel cell electric vehicles is a key step toward reducing levels of 

criteria pollutants in the South Coast Air Basin. Manufacturers of fuel cell vehicles have provided 

survey figures to state agencies indicating their plans to deploy tens of thousands of light-duty 

cars into the South Coast Air Basin in the 2015-2107 timeframe. In order to meet this goal, 

Figure 14: UC Davis IT, STEPs 

Program Publication
2012 Annual Report

55 March 2013

reliable hydrogen fueling stations such as the Torrance pipeline station are needed to provide 

confidence to automakers and to their potential customers.

As part of an ongoing Cooperative Agreement between Air Products and the U.S. DOE, 

SCAQMD provided cost-share funding to construct, install and operate a hydrogen fueling station 

in Torrance, CA. The station is the first in the country to be supplied by an existing, active 

industrial pipeline system. Delivery of gaseous products such as hydrogen and natural gas via 

pipeline systems is the lowest-cost means of distribution. The Torrance pipeline station has 

provided significant learnings into the design and installation of hydrogen fueling stations while 

providing a platform to demonstrate key new components such as simultaneous refueling from 

multiple dispensers at two pressure levels. Based on existing technologies, low-cost hydrogen 

can be delivered and dispensed well below gasoline prices to fueling stations in a fully deployed 

hydrogen economy.

Operating performance of the hydrogen fueling station has been excellent. Use of the station by 

automakers in the area has increased since the station was brought online; Toyota and Honda 

have major facilities within two miles of the station, General Motors and Daimler have operations 

nearby, and vehicles from Hyundai and Mazda have fueled at the station. On several occasions, 

station throughput in excess of the rated 48 kilograms per day has been observed, and a total of 

2,972 fueling events (both H35 and H70) were completed by the end of March 2012. 

Figure 15: Torrance Pipeline Hydrogen Station

Diesel to CNG Repower Project for Solid Waste Collection Trucks

AQMD Rule 1193 requires public and private solid waste collection fleets with more than 15 

trucks that provide solid waste collection services for governmental agencies to purchase or 

replace existing vehicles with alternative-fueled vehicles to reduce air toxic and criteria pollutant 

emissions. For a more viable and cost-effective solution to comply with this requirement, Waste 

Management (WM) partnered with Cummins Cal Pacific and AFV Fleet Service to develop a 

repowered diesel-to-CNG proof-of-concept (POC) vehicle for demonstration in real world solid 

waste collection services. 

This project involves repowering a diesel–fueled 2005 Freightliner Condor refuse truck with the 

ISL-G natural gas engine that is CARB-certified to meet the federal standards of 0.2 g/bhp-hr 

NOx and 0.01 g/bhp-hr PM for heavy duty vehicles. WM also performed the initial Installation 

Quality Audit on the new cooling system for the POC vehicle. This audit procedure validated the 

cooling system design and will allow the system to be used with future ISL-G repower packages

within WM’s fleet and other fleets throughout the nation. WM demonstrated the repowered 

vehicle for a six-month period at a WM’s facility in Moreno Valley. Throughout the six-month 

demonstration period, WM tested the performance of the vehicle versus a comparable diesel truck 

under a variety of working conditions including urban pickup cycles, rural higher-speed pickup 

cycles, freeway driving cycles and grade climbing cycles. WM also tracked and recorded vehicle 

maintenance requirements. Because the Moreno Valley site primarily has slow-fill CNG 
2012 Annual Report

March 2013 56

capability, daily fuel measurements were not possible. Thus, the total fuel consumption was 

calculated based on the engine hours operated per month using an average fuel consumption rate 

developed by WM in the first month of the demonstration. WM measured the daily fuel 

consumption over a one-month period by using an on-site fast-fill CNG dispenser for 

measurements. WM recorded the total fuel consumption and total engine hours of operation 

since the last fueling event and then used this data to determine the average fuel consumption rate 

per hour of engine operation. Based on these data, the average diesel gallon equivalent (DGE) 

per hour for the vehicle tested was 4.02 and the average mile per DGE was 2.60.

WM also hired InfoWedge to conduct emissions tests on the repowered refuse truck and a 

comparable diesel-fueled refuse truck for NOx, CO, PM, and CO2 emissions based on AQMD 

approved protocol and instrumentation. The vehicles were tested while stationary in the 

following operating modes: idle, high idle, and idle with power take off engaged during a 

compacting cycle while the truck is at least half full. The testing confirmed the emissions to be 

significantly lower for the CNG engine.

This diesel to CNG engine repower project was largely successful. WM operators reported that 

the new engine had similar power to conventional diesel engines. The only notable difference was 

that the fuel range was not the same as diesel engines, so the vehicle had to be refueled mid-day 

to ensure that the routes could be finished. The repowered vehicle did not have any major issues 

other than the radiator at one point being plugged with debris and causing the engine to overheat. 

Once the radiator was cleaned to correct the problem, no other issues were experienced.

This project was completed with a $75,000 funding from SCAQMD with WM providing the rest 

of the $331,000 total project cost. The successful completion of this project demonstrates the 

viability of repowering diesel-fueled solid waste collection trucks with cleaner CNG engines to 

reduce exhaust emissions as equipment ages, while minimizing the cost. WM estimates there are 

approximately 3,800 diesel-fueled refuse trucks affected by Rule 1193. With an average fuel 

consumption of 10,000 gallons of diesel per year for each of these trucks, repowering them would 

eliminate 38 million gallons of diesel annually.

Effects of Natural Gas Fuel Composition on Vehicle Emissions

The objective of this study was to evaluate the impact of natural gas composition on the 

emissions of natural gas vehicles (NGVs) to confirm the fuel effects of ―Hot Gas‖ with higher 

Wobbe numbers (WN) and to support CARB in the amendment of fuel standards for natural gas 

in transportation applications. In this project, two natural gas light-duty vehicles (LDVs) were 

tested over the Federal Test Procedure and the Unified Cycle on a range of 4 different test gases, 

and three natural gas buses over the Central Business District cycle and a waste hauler over the 

Figure 16:CNG-powered WM refuse truck
2012 Annual Report

57 March 2013

Refuse Truck Cycle were tested on a range of 6 to 7 different test gases for heavy-duty vehicles 

(HDVs). CE-CERT conducted this study at their chassis dynamometer facility with the total 

project cost of $729,000 funded by CEC for $400,000, CARB for $279,000, and $50,000 from 

SCAQMD. Comparisons between test gases were made for regulated exhaust emissions, fuel 

economy, PM mass, PM number and size distributions, ammonia, carbonyl compounds, and 

power maps, depending on the phase of the program in this study.

The two LDVs were a SULEV-certified 2006 Honda Civic GX and a ULEV-certified 2002 Ford 

Crown Victoria and the test gases for LDVs included a baseline gas representative of those 

typically found in the historical marketplace, an average CARB certification gas, a gas with high 

Wobbe number (1437), and a modified version of this gas blended down to a 1385 Wobbe 

number. For heavy-duty vehicles (HDVs), the three transit buses consisted of a bus with a 2009 

8.9L stoichiometric spark ignited Cummins ISL-G engine and a 3-way catalyst, a bus with a 2004 

8.1L 6081H John Deere lean burn engine with an oxidation catalyst (OC), and a bus with a 2003 

C-Gas Plus lean burn engine with an OC. The waste hauler was equipped with a 2002 Cummins 

8.3L C-Gas Plus lean burn engine with an OC. The test gases for the heavy-duty testing included 

gases representative of Texas Pipeline Gas and Rocky Mountain Pipeline Gas; a gas representing 

Peruvian LNG modified to 1385 WN; a Middle East LNG-untreated; and two gases with high 

WNs and low methane numbers (MNs), one with a high ethane content and the other with a high 

propane content as shown in Table 1.

Table 6: HDV Test Fuel Specifications

Gas 

# Description methane ethane propane I-butane N2 CO2 MN Wobbe # HHV

H/C 

ratio

1 Baseline, 

Texas Pipeline

96 1.8 0.4 0.15 0.7 0.95 99 1339 1021 3.94

2 Baseline, 

Rocky Mountain 

Pipeline

94.5 3.5 0.6 0.3 0.3

5

0.75 95 1361 1046 3.89

3 Peruvian LNG 88.3 10.5 0 0 1.2 0 84 1385 1083 3.81

4 Middle East 

LNG-Untreated

89.3 6.8 2.6 1.3 0 0 80 1428 1136 3.73

5 High Ethane 83.65 10.75 2.7 0.2 2.7 0 75.3 1385 1115 3.71

6 High Propane 87.2 4.5 4.4 1.2 2.7 0 75.1 1385 1116 3.70

7 L-CNG fuel 98.4 1.2 0.3 0 0 0 103.1 1370 1029 3.96

For modern light-duty NGVs, fuel properties had a clear and direct impact on fuel economy and 

some emissions components, such as CO2 and NMHC. The gases with the higher energy content 

provided better fuel economy on a volumetric basis, and showed higher NMHC and CO2

emissions in general. The fuel effects were not clear on other emission components, such as 

THC, NOx, and CO.

Waste hauler truck emissions were evaluated over a refuse truck cycle that included, transport, 

compaction, and curbside segments. Overall, the waste hauler showed the strongest fuel effects 

for most of the pollutants compared to the buses. Almost all the pollutants showed some fuel 

effects for at least one of the cycle segments. The richer gases with heavier hydrocarbons showed 

higher NOx emissions for all three phases of the cycle and showed lower THC, CH4, 

formaldehyde and acetaldehyde emissions. Fuel economy on a volumetric basis showed 

increases for the richer gases with higher energy contents for all the phases of the cycle.

For the 2003 Cummins 8.3L C-Gas Plus bus and 2004 John Deere 8.1L bus, which are both 

equipped with lean burn engines, the fuel effects were similar to those for the waste hauler for 

NOx and NMHC emissions, and volumetric fuel economy. THC and CH4 emissions were lower 

for the richer gases in general like in the waste hauler testing. PM emissions were very low, close 

to the background levels and showed no trends. Also, no significant fuel effects were observed 

for CO and CO2 emissions, except CO emissions showing some statistically significant increases 
2012 Annual Report

March 2013 58

with some of the richer gases for the C-Gas Plus bus. The 2009 Cummins ISL-G bus was the 

newest technology tested during this program. In general, for this bus, most of the pollutants did 

not show any specific fuel effects. THC, NMHC, CH4, and formaldehyde emissions for the 

Cummins ISL-G bus were lower than for the other buses, and NOx emissions were also 

considerably lower than those of the John Deere bus. The Cummins ISL-G bus did, however, 

show higher CO and NH3 emissions compared to the other buses. Some fuel effects were seen for 

fuel economy, THC, and CH4 emissions, but not for the other pollutants. Richer gases with 

higher energy contents showed higher fuel economy on both a volumetric and energy equivalent 

basis. THC and CH4 emissions were higher for the richer gases, which could be due to 

combustion differences for the stoichiometric vs. the lean burn engines. 
2012 Annual Report

59 March 2013

Table 7: Projects Completed between January 1 & December 31, 2012

Contract Contractor Project Title Date

Infrastructure and Deployment

06031 R.F. Dickson Upgrade CNG Station at Bellflower Facility Dec-12

06238 Gas Equipment Services, Inc. Purchase & Install New CNG Fueling System 

at City of San Fernando Public Works Dept. 

Yard

Dec-12

07152 Newport-Mesa Unified School 

District

Purchase & Install New Limited Public Access 

CNG Fueling Station

Dec-12

09348† AFV Fleet Services Demonstrate Two Natural Gas-Powered 

Police Vehicles

Mar-12

10640 Yellow Cab Company Convert 45 Taxicabs to Natural Gas Power 

for Deployment as Airport Ground 

Transportation

Jun-12

12132† Lawrence Livermore National 

Laboratory

Transfer Ownership of Four Toyota Prius 

Hydrogen-Fueled Vehicles

May-12

Fuels/Emission Studies

09290 University of California Riverside Evaluate Emissions Impacts from Natural 

Gas Blends on Vehicle Emissions

Sep-12

10095 University of California DavisIntelligent Transportation StudiesStudy Sustainable Transportation Energy 

Pathways

Jul-12

Emission Control Technologies

08261 Community Recycling and 

Resource Recovery Inc.

Showcase: Demonstrate NOx & PM 

Emissions Control Technology on DieselPowered Construction Equipment

Mar-12

08318 ServoTech Engineering Inc. Showcase: Demonstrate NOx & PM 

Emissions Control Technology on DieselPowered Construction Equipment

Dec-12

09000 Shimmick Construction Company Showcase: Demonstrate NOx & PM 

Emissions Control Technology on DieselPowered Construction Equipment

Mar-12

10112 Sanitation Districts of Los 

Angeles County

Showcase: Demonstrate NOx & PM 

Emissions Control Technology on DieselPowered Construction Equipment

Feb-12

11136 ServoTech Engineering Inc. Showcase: Demonstrate NOx & PM 

Emissions Control Technology on DieselPowered Construction Equipment

May-12

Electric/Hybrid Technologies

05260 Energy Control Systems 

Engineering, Inc.

Convert Light-Duty Vehicle to Plug-In Hybrid 

Vehicles

Aug-12

08067 Calstart Demonstrate Hydraulic-Hybrid Shuttle Bus Oct-12

09360† BMW of North America LLC Lease of Five Mini Cooper Electric Vehicles 

for CY 2011

Dec-12
2012 Annual Report

March 2013 60

Table 7: Projects Completed between January 1 & December 31, 2012

Contract Contractor Project Title Date

Electric/Hybrid Technologies (cont’d)

11205 Calstart Implement Hybrid Truck and Bus Voucher 

Incentive Program

Mar-12

11610† Balqon Corporation MOU to Participate in Electric Yard Hostler 

Loaner Program

Apr-12

Engine Systems

11485 Waste Management Collection & 

Recycling Inc.

Demonstrate Refuse Truck Retrofitted with 

Cummins ISL-G Natural Gas Engine

Apr-12

Hydrogen Technologies and Infrastructure

04011 Air Products and Chemicals Inc. Install & Demonstrate Industrial PipelineSupplied Hydrogen Fueling Station in TorranceJul-12

Outreach and Technology Transfer

05127† Protium Energy Technologies Technical Assistance for Development, 

Outreach & Commercialization of Hydrogen and 

Fuel Cell Technologies

Mar-2012

05198† Don Stedman Technical Assistance for Remote Sensing 

Programs for Light-Duty Vehicles and 

Locomotives

Nov-2012

07059† Dowling Associates, Inc. Technical Assistance Related to Air Quality 

Impacts of Regional Goods

Nov-2012

08254† Maria Robles, R.N. Administrative Assistance in Organizing Two Air 

Quality & Health-Related Conferences

Jul-2012

08311† Calstart Technical Assistance with Development, 

Outreach and Commercialization of Advanced 

Technologies to Transit, Port & Other Activities

Oct-2012

09183† Gary Full Technical Assistance on Remote Sensing 

Measurement Technologies as Applied to Auto, 

Heavy-Duty Diesel and Other Mobile Sources

Jun-2012

09185† Clean Fuel Connection Inc. Technical Expertise on the CARB EMFAC 

Mobile Emissions Model and Other Related 

Mobile Source Issues

Jun-2012

11117† Clean Fuel Connection Inc. Technical Assistance for Alternative Fuels, 

Renewable Energy and Electric Vehicles

Dec-2012

09253† Nexant Inc. Technical Assistance on Alternative Fuels LifeCycle AnalysesJun-2012

10062† TIAX LLC Technical Assistance for Advanced, Low- and 

Zero-Emissions Mobile & Stationary Source 

Technologies

Dec-2012

10663† Clean Fuel Connection Inc. Technical Assistance for Implementation of 

Proposition 1B Goods Movement Program 

Dec-2012

11148† Joseph C. Calhoun, P.E. Inc. Technical Assistance for Development, 

Outreach & Commercialization of Advanced 

Low-Emission Vehicles

Dec-2012
2012 Annual Report

61 March 2013

Table 7: Projects Completed between January 1 & December 31, 2012

Contract Contractor Project Title Date

Outreach and Technology Transfer

12016† California Hydrogen Business 

Council

Platinum Membership Renewal in CHBC for 

2011

Jun-2012

12104 Three Squares, Inc. Development, Initiation & Implementation of a 

Clean Vehicle Outreach Project

Sep-2012

12214† Calstart Development, Initiation & Implementation of a 

Clean Vehicle Outreach Project

Oct-2012

12301† Gladstein, Neandross & 

Associates, LLC

Cosponsor the ACT Expo 2012 Aug-2012

12312† Calstart Technical Assistance with Low- and ZeroEmission Technology, Goods Movement, 

Alternative Fuels, Transit Applications and 

Fueling Infrastructure

Oct-2012

12388† Electric Drive Transportation 

Association

Cosponsor EDTA’s EVS26: The 26th

International Electric Vehicle Symposium “Great 

Minds Think Electric”

Jul-2012

12891† Three Squares Inc. Cosponsor The Women in Green Forum Nov-2012

13052† The Better World Group Assist with Completing & Publicizing 

SCAQMD’s Clean Air Tips Celebrity Video

Nov-2012

†Two-page summary reports (as provided in Appendix C) are not required for level-of-effort technical assistance 

contracts, leases or cosponsorships; or it was unavailable at time of printing this report.

2013 Plan Update

63 March 2013

CLEAN FUELS PROGRAM

2013 PLAN UPDATE

Technology Funding Priorities for 2013

The Clean Fuels Program continually seeks to support the development and deployment of zero 

and near-zero emission technologies over a broad array of applications and spanning near- and 

long-term implementation. Planning has been and remains an ongoing activity for the program, 

which must remain flexible to address evolving technologies and the latest progress in the stateof-the-technology. The past few years have been especially difficult for technology partnering 

due to the dramatic global economic downturn, which has shifted national research and 

development priorities and opportunities. The challenge for the SCAQMD continues to be how to 

identify project or technology opportunities in which its available funding can accelerate the 

commercialization and deployment of progressively cleaner technologies in the Basin, especially 

in these times of expanding national debt, the continued sluggish economy, and worsening state 

and local government budget difficulties, all of which affect both public and private investment in 

technology development and research. Despite these challenges, the SCAQMD’s Technology 

Advancement Office (TAO) has developed this comprehensive plan for accelerating the 

development and demonstration of cleaner technologies.

The overall strategy of the SCAQMD’s Clean Fuels Program is based in large part on technology 

needs identified through the AQMP process and the SCAQMD Board’s directives to protect the 

health of residents of Southern California, which encompasses approximately 22 million people. 

The AQMP is the long-term ―blueprint‖ that defines the basin-wide emission reductions needed 

to achieve ambient air quality standards by 2014 and 2023, the regulatory measures to achieve 

those reductions, the timeframes to implement these proposed measures and the technologies or 

types of technologies required to meet these future federal standards. As previously identified, the 

NOx and VOC emission sources of greatest concern are heavy-duty on-road and off-road and 

light-duty on-road vehicles. While it is anticipated that the 2014 standard for PM2.5 will be 

attained for this region, it is contingent upon compliance and implementation of existing and 

proposed rules and regulations. With respect to ozone and NOx, there are overwhelming hurdles 

which will require even more accelerated technology development, demonstration and 

deployment. These emission reduction needs were identified in a joint SCAQMD, CARB and 

San Joaquin Valley Air Pollution Control District effort, ―Vision for Clean Air: A Framework for 

Air Quality and Climate Change Planning.‖1

In addition to providing for specific control measures based on known technologies and control 

methods, the Clean Air Act has provisions for more general measures based on future, yet-to-bedeveloped technologies. These ―black box‖ measures are provided under Section 182(e)(5) of the 

Clean Air Act for regions that are extreme non-attainment areas, such as the South Coast Basin. 

The technologies that are developed and demonstrated in the Clean Fuels Program can serve as 

control measures for the ―black box.‖

In recent years, it has become increasingly clear that the importation of goods through the Ports 

of Los Angeles and Long Beach and the subsequent movement of goods throughout the region 

not only have a dramatic impact on air quality but also the quality of life to the communities 

along the major goods movement corridors. In recognition of these impacts, the SCAQMD has 

 

1 http://www.arb.ca.gov/planning/vision/docs/vision_for_clean_air_public_review_draft.pdf
2013 Plan Update

March 2013 64

initiated a concerted effort in the last two years on developing zero and near-zero emissions 

goods movement technologies, such as electric trucks, plug-in hybrid trucks with all-electric 

range, trucks operating from wayside power and even electric locomotives. The prioritization of 

these types of projects as well as potential technologies which assist with their further 

development and deployment remain a strong emphasis of the 2013 Plan Update. This 2013 Plan 

Update includes projects to develop, demonstrate and commercialize a variety of technologies, 

from near-term to long-term, that are intended to provide solutions to the emission control 

measures identified in the 2007 and 2012 AQMPs and to address the increasing challenges this 

region is facing to meet air quality standards, including new and changing federal requirements, 

implementation of new technology measures, and the continued development of economically 

sound compliance approaches. The scope of projects in the 2013 Plan Update also needs to 

remain sufficiently flexible to address new challenges and proposed methodologies that are 

identified in the 2012 AQMP. The results of the fourth Multiple Air Toxics Exposure Study 

(MATES IV) may also affect future funding direction. This follow-up study, the results of which 

should be available toward the end of 2013, is intended to update emissions inventory of toxic air 

contaminants and conduct a regional modeling effort to characterize risk across the Basin, 

including measuring ultrafine particle concentrations. 

Within each technical area, there exists a range of projects that represent near-term to long-term 

efforts. The SCAQMD Clean Fuels Program tends to support development, demonstration and

technology commercialization efforts, or deployment, rather than fundamental research. The 

general time-to-product for these efforts, from long-term to near-term, is described below.

 Technology development projects are expected to begin during 2013 with durations of 

about two years. Additional field demonstrations to gain long-term verification of 

performance, spanning up to two years, may also be needed prior to commercialization. 

Certification and ultimate commercialization would be expected to follow. Thus, 

development projects identified in this plan are expected to result in technologies ready for 

commercial introduction as soon as 2016. Projects are also proposed that may involve the 

development of emerging technologies that are considered longer term and, perhaps higher 

risk, but with significant emission reduction potential. Commercial introduction of such 

long-term technologies would not be expected until 2018 or later. 

 More mature technologies, those ready to begin field demonstration in 2013, are expected 

to result in a commercial product in the 2014-2015 timeframe. Technologies being field 

demonstrated generally are in the process of being certified. The field demonstrations 

provide a controlled environment for manufacturers to gain real-world experience and 

address any end-user issues that may arise prior to the commercial introduction of the

technology. Field demonstrations provide real-world evidence of a technology's 

performance to help allay any concerns by potential early adopters.

 Deployment or technology commercialization efforts focus on increasing the utilization of 

clean technologies in conventional applications. It is often difficult to transition users to a 

non-traditional technology or fuel, even if such a technology or fuel offers significant 

societal benefits. As a result, one of government’s roles is to support and offset any 

incremental cost to help accelerate the transition and use of the cleaner technology. The 

increased use and proliferation of these cleaner technologies often depends on this initial 

support and funding as well as efforts intended to increase confidence of stakeholders that 

these technologies are real, cost-effective in the long term and will remain applicable.
2013 Plan Update

65 March 2013

Technical Priorities

The SCAQMD program maintains flexibility to address dynamically evolving technologies 

incorporating the latest progress. Over the years, the SCAQMD has provided funding for projects 

for a wide variety of low- and zero-emission projects. In order to meet the upcoming 2014 PM2.5

and 2023 8-hour ozone standards, the areas of zero- and near-zero emission technologies need to 

be emphasized and this effort can be seen in the following sections and in the proposed funding 

distribution in Figure 17. The major technical program areas are identified below with specific 

project categories discussed in more detail in the following sections. The technology areas 

identified reflect the staff’s forecast for upcoming projects and needs within the basin but is not 

intended to be considered a budget.

Not all project categories will be funded, due to cost-share constraints, focus on the control 

measures identified in the AQMP and the availability of suitable projects. The technical areas 

identified below are clearly appropriate within the context of the current air quality challenges 

and opportunities for technology advancement. Within these areas there is significant opportunity 

for SCAQMD to leverage its funds with other funding agencies to expedite the implementation of 

cleaner alternative technologies in the Basin. In fact, the SCAQMD historically has leveraged its 

funds $1 for every $3-$4 of total project costs. 

It should be noted, however, that these priorities may shift during the year in keeping with the 

diverse and flexible ―technology portfolio‖ approach. Changes in priority may occur to (1) 

capture opportunities such as cost-sharing by the state government, the federal government, or 

other entities, or (2) address specific technology issues which affect residents within the 

SCAQMD’s jurisdiction. The following technical areas are listed by current SCAQMD priorities 

based on the goals for 2013.

Electric/Hybrid Technologies & Infrastructure

If the region hopes to meet the federal standards for PM2.5 and ozone, a primary focus must be on 

zero- and near-zero emission technologies. A leading strategy to achieve these goals is the widescale implementation of electric drive systems for all applicable technologies. With that in mind, 

the SCAQMD seeks to support projects to address the main concerns regarding cost, battery 

lifetime, travel range, charging station infrastructure and manufacturer commitment. Integrated 

transportation systems can encourage further reduction of emissions by matching the features of 

electric vehicles (zero emissions, zero start-up emissions, limited range) to typical consumer 

demands for mobility by linking them to transit.

The development and deployment of zero emission goods movement systems remains one of the 

top priorities for the SCAQMD to support a balanced and sustainable growth in the port complex. 

The SCAQMD continues to work with our regional partners, in particular the Ports of Los 

Angeles and Long Beach, SCAG and LACMTA, to identify technologies which could be 

beneficial to and garner support from all stakeholders. Specific technologies include zero 

emission trucks (using batteries and/or fuel cells), near-zero emission trucks with all-electric 

range using wayside power (catenary or roadbed electrification), locomotives with near-zero 

emissions (e.g., 90% below Tier 4), electric locomotives using battery tender cars and catenary, 

and linear synchronous motors for locomotives and trucks. 

There is a high level of interest from major automobile manufacturers for hybrid-electric 

technologies in light-, medium- and heavy-duty applications as well as off-road equipment. In 

particular, there are increasing numbers of diesel- and gasoline-fueled hybrid-electric vehicles 

and multiple models of light-duty plug-in hybrid and battery electric vehicles (BEVs). Such 
2013 Plan Update

March 2013 66

vehicles offer the benefits of higher fuel economy and range as well as lower emissions. Hybrid 

electric technology is not limited to gasoline and diesel engines and can be coupled with natural 

gas engines, microturbines and fuel cells for further emission benefits. Opportunities to develop 

and demonstrate technologies that could enable expedited widespread use of electric and hybridelectric vehicles in the Basin include the following:

 development and demonstration of hybrid and electric technologies for goods movement, 

e.g., series hybrids with all electric range, and trolley trucks on catenary wayside power;

 evaluation and demonstration of light-, medium- and heavy-duty plug-in hybrid electric 

vehicles;

 demonstration of full performance and niche application battery electric vehicles;

 demonstration of integrated programs that make best use of electric drive vehicles through 

interconnectivity between fleets of electric vehicles and mass transit, and web-based 

reservation systems that allow multiple users;

 demonstration of heavy-duty battery electric vehicles;

 demonstration of heavy-duty hybrid vehicles including hydraulic and series hybrid 

concepts; 

 development of streamlined implementation procedures to prepare and accelerate EV 

market penetration and commercialization; and 

 demonstration and installation of EV infrastructure to support the electric/hybrid-electric 

vehicle fleets currently on the roads or soon entering the market, and to reduce cost, 

improve convenience and integrate with renewable energy and building demand 

management strategies.

Engine Systems

Natural gas engines are experiencing huge market growth due to the low cost of fuel. In order to 

achieve the emission reductions required for the South Coast Air Basin, the ICEs used in the 

heavy-duty sector will require emissions much lower, i.e., 90%, than the 2010 standards. Future 

projects will support the development, demonstration and certification of engines that can achieve 

these massive emissions reductions using an optimized systems approach. Specifically, these 

projects are expected to target the following:

 development of ultra-low emissions natural gas engines for heavy-duty trucks;

 continued development and demonstration of alternative fuel medium-duty and heavy-duty 

engines and vehicles;

 development and demonstration of clean alternative fuel engines for off-road applications; 

 evaluation of alternative engine systems such as compressed air propulsion and hydraulic 

plug-in hybrid vehicles; and

 development and demonstration of engine systems that employ advance fuel or alternative 

fuels, engine design features, improved exhaust or recirculation systems, and aftertreatment 

devices.

Hydrogen & Fuel Cell Technologies & Infrastructure 

The SCAQMD supports hydrogen infrastructure and fuel cell technologies as one option in our 

technology portfolio and is dedicated to assisting federal and state government programs to 

deploy fuel cell vehicles by supporting the required refueling infrastructure. 
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67 March 2013

SCAQMD has supported many efforts for fuel cell demonstration and deployment in the South 

Coast district. Stationary fuel cells offer base-load power solutions that can operate on a 

continuous basis. The SCAQMD has partnered with federal and state agencies, industry and 

universities to develop and demonstrate a molten carbonate stationary fuel cell system that 

operates on biogas to produce heat, power and hydrogen. This SCAQMD project is currently in 

progress at the Orange County Sanitation District wastewater treatment facility located in 

Fountain Valley. This project could advance SCAQMD’s goals for clean distributed generation, 

hydrogen fueling infrastructure and renewable energy. Going forward the technology is being 

refined and tested with the goal to apply it to other sites where biogas is a byproduct that can be 

utilized.

SCAQMD is actively working with the California Fuel Cell Partnership to further the 

commercialization of fuel cells for transportation and install the required hydrogen refueling 

infrastructure. Calendar Years 2015-2017 are a critical timeframe for the introduction of fuel cell 

vehicles. Since stations need one to two years lead time for permitting and construction, plans for 

stations need to be initiated now. In addition, new business models and funding besides grants for 

construction need to be explored to enable the station operations to remain solvent during the 

early years until vehicle numbers ramp up.

The 2013 Plan Update identifies key opportunities while clearly leading the way for precommercial demonstrations of OEM vehicles. Future projects may include the following:

 development and demonstration of hydrogen-natural gas vehicles for medium- and heavyduty applications as well as stationary power applications; 

 continued development and demonstration of distributed hydrogen production and refueling 

stations, including energy stations with electricity and hydrogen co-production and higher 

pressure (10,000 psi) hydrogen dispensing;

 development and demonstration of cross-cutting fuel cell applications (e.g. plug-in hybrid 

fuel cell vehicles);

 development and demonstration of fuel cells in off-road, locomotive and marine 

applications; and

 demonstration of fuel cell vehicles in controlled fleet applications in the Basin.

Infrastructure and Deployment (NG)

The importance of refueling infrastructure cannot be overemphasized for the realization of large 

deployment of alternative fuel technologies. Significant demonstration and commercialization 

efforts funded by the Clean Fuels Program as well as other local, state and federal agencies are 

underway to: 1) support the upgrade and buildup of public and private infrastructure projects , 2) 

expand the network of public-access and fleet fueling stations and charging sites based on the 

population of existing and anticipated vehicles, and 3) put in place infrastructure that will 

ultimately be needed to accommodate transportation fuels with very low gaseous emissions. 

CNG and LNG refueling stations are being positioned to support public and private fleet 

applications. Upgrades and expansions are also needed to refurbish or increase capacity for some 

of the stations installed five years ago as well as standardize fueling station design, especially to 

ensure growth of alternative fuels throughout the South Coast Air Basin and beyond. Funding has 

been provided at key refueling points for light-, medium- and heavy-duty natural gas vehicle 

users traveling from the local ports, along I-15 and the greater Interstate Clean Transportation 

Corridor network. 
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March 2013 68

Active participation in the development of NFPA fire and safety codes and standards, cost and 

economics of the new fuels, public education and training and emergency response capability are 

just a few areas of the funded efforts that have overcome public resistance to these new 

technologies. Some of the projects expected to be developed and co-funded for infrastructure 

development are:

 Development and demonstration of renewable natural gas as a vehicle fuel from 

renewable feedstocks and biowaste;

 Development and demonstration of advanced, cost effective methods for manufacturing 

synthesis gas for conversionto renewable natural gas;

 Deployment of natural gas home refueling appliances for light-duty vehicles;

 Enhancement of safety and emissions reduction from LNG refueling equipment; 

 Expansion of fuel infrastructure, fueling stations, and equipment; and

 Expansion of infrastructure connected with existing fleets, public transit, and 

transportation corridors. 

Emission Control Technologies

Although engine technology and engine systems research is required to reduce the emissions at 

the combustion source, post-combustion cleanup methods are also needed to address the current 

installed base of on-road and off-road technologies. Existing diesel emissions can be greatly 

reduced with aftertreatment controls such as particulate matter traps and catalysts, as well as 

lowering the sulfur content or using additives with diesel fuel. Gas-to-Liquid (GTL) fuels, formed 

from natural gas or other gas rather than petroleum feedstock and emulsified diesel, provide lowemission fuels for use in diesel engines. As emissions from engines become lower and lower, the

lubricant contributions to VOC and PM emissions become increasingly important. The most 

promising of these technologies will be considered for funding, specifically:

 evaluation and demonstration of new emerging liquid fuels, including alternative and 

renewable diesel and GTL fuels;

 development and demonstration of advanced aftertreatment technologies for mobile 

applications (including particulate traps and selective catalytic reduction catalysts);

 development and demonstration of low-VOC and PM lubricants for diesel and natural gas 

engines; and

 development and demonstration of advanced air pollution control equipment.

Emissions, Fuels and Health Impacts Studies

The monitoring of pollutants in the Basin is extremely important, especially when focused on (1) 

a particular sector of the emissions inventory (to identify the responsible technology) or (2) 

exposure to pollution (to assess the potential health risks). Recent studies indicate that smoggy 

areas can produce irreversible damage to children’s lungs. This information highlights the need 

for further emissions and health studies to identify the emissions from high polluting sectors as 

well as the health effects resulting from these technologies. 

Over the past few years, the SCAQMD has funded emission studies to evaluate the impact of 

tailpipe emissions of biodiesel and ethanol fueled vehicles mainly focusing on criteria pollutants 

and greenhouse gas emissions. These studies showed that biofuels, especially biodiesel, 

contribute to higher NOx emissions while reducing other criteria pollutant emissions. 

Furthermore, despite recent advancements in toxicological research related to air pollution, the 
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69 March 2013

relationship between particle chemical composition and health effects is still not completely 

understood, especially for biofuels. Therefore, the SCAQMD has recently funded studies to 

investigate the physical and chemical composition and toxicological potential of tailpipe PM 

emissions from biodiesel and ethanol fueled vehicles to better understand their impact on public 

health.

In recent years, there has also been an increased interest both at the state and national level on the 

use of alternative fuels including biofuels to reduce petroleum oil dependency, GHG emissions 

and air pollution. In order to sustain and increase biofuel utilization, it is essential to identify 

feedstocks that can be processed in a more efficient, cost-effective and sustainable manner and 

cellulosic biomass plays an important role in this regard. In this regard, the SCAQMD funded a 

research project in 2011 to identify regional cellulosic biofuel feedstocks best suited for a large 

scale production in California. This project utilizes a newly developed robotic system capable of 

handling a large number of samples to determine their sugar yields and potentials as biofuel 

feedstocks.

Some areas of focus include:

 demonstration of remote sensing technologies to target different high emission applications 

and sources;

 studies to identify the health risks associated with ultrafines and ambient particulate matter 

including their composition to characterize their toxicity and determine specific combustion 

sources; 

 in-use emissions studies using biofuels;

 in-use emissions studies to determine the impact of new technologies, in particular PEVs 

on local air quality as well as the benefit of telematics on emissions reduction strategies; 

and

 lifecycle energy and emissions analyses to evaluate conventional and alternative fuels.

Stationary Clean Fuel Technologies

Although stationary source emissions are small compared to mobile sources in the South Coast 

Air Basin, there are areas where cleaner fuel technology can be applied to reduce NOx, VOC and 

PM emissions. For example, inspections suggest there is a large population of small ICE 

generators within the Basin that are operating outside their permit limits due to poor maintenance, 

deliberate tuning for different performance, operation outside equipment design or changes in 

fuel quality. Cleaner, more robust distributed generation technologies exist that could be applied 

to not only improve air quality, but enhance power quality and reduce electricity distribution 

congestion. 

The use of renewable feedstocks for energy production is a viable and necessary strategy to 

provide sustainable power for future needs while reducing greenhouse gas emissions and 

achieving domestic energy diversity. One of the projects that the SCAQMD recently supported in 

this effort was a bench scale demonstration project using steam hydrogasification process to 

produce natural gas from biomass and biosolid (sewage sludge) feedstocks. Steam 

Hydrogasification Reaction (SHR) has been developed to produce various forms of energy 

products from carbonaceous resources. SHR is capable of handling wet feedstocks like sludge, 

does not require expensive oxygen plants and has been demonstrated to be most efficient and 

cost-effective compared to other conventional gasification technologies. This project successfully 

demonstrated that the SHR process coupled with a WGS reactor can produce natural gas 

containing up to 90% methane.
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March 2013 70

Projects conducted under this category may include:

 development and demonstration of reliable, low-emission stationary technologies (e.g., low 

NOx burners, fuel cells or microturbines); 

 exploration of renewables as a source for cleaner stationary technologies; and

 evaluation, development and demonstration of advanced control technologies for stationary 

sources.

Target Allocations to Core Technology Areas

Figure 17 below presents the potential allocation of available funding, based on SCAQMD 

projected program costs of nearly $16.2 million for all potential projects. The expected actual 

project expenditures for 2013 will be less than the total SCAQMD projected program cost since 

not all projects will materialize. The target allocations are based on balancing technology 

priorities, technical challenges and opportunities discussed previously and near-term versus longterm benefits with the constraints on available SCAQMD funding. Specific contract awards 

throughout 2013 will be based on this proposed allocation, the quality of proposals received and

evaluation of projects against standardized criteria and ultimately SCAQMD Governing Board 

approval.

Figure 17: Projected Cost Distribution for Potential SCAQMD Projects 

2013 & Beyond ($16.2 Million)
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71 March 2013

PROGRAM PLAN UPDATE FOR 2013

This section presents the Clean Fuels Program Plan Update for 2013. The proposed projects are 

organized by program areas and described in further detail, consistent with the SCAQMD budget, 

priorities and the best available information. Although not required, this Plan also includes proposed 

projects that may be funded by revenue sources other than the Clean Fuels Program, specifically 

related to VOC and incentive projects.

Table 8 (page 73) summarizes potential projects for 2013 as well as the redistribution of SCAQMD 

costs in some areas as compared to 2012. The relative shift in funding allocation is a result of 

continued but increasing focus on zero- and near-zero emission technologies and also because of state 

and federal awards received over the last year in some technology areas. For the past two years the 

SCAQMD has emphasized electric and hybrid-electric technologies and the urgency now is to 

develop and demonstrate heavy-duty all electric fuel cell, plug-in hybrid and hybrid technologies with 

all electric range for zero and near-zero emission goods movement applications, including the 

infrastructure for such technologies. To address this critical need, the 2013 Plan shifts funding of 

proposed projects in the Electric/Hybrid Technologies and Infrastructure category from light- and 

medium-duty hybrid vehicles and infrastructure to development and demonstration of electric 

container transport technologies. 

Each of the proposed projects described in this Plan, once fully developed, will be presented to the 

SCAQMD Governing Board for approval prior to contract initiation. This development reflects the 

maturity of the proposed technology, identification of contractors to perform the projects, host site 

participation, securing sufficient cost-sharing to complete the project and other necessary factors. 

Recommendations to the SCAQMD Governing Board will include descriptions of the technology to 

be demonstrated and in what application, the proposed scope of work of the project and the 

capabilities of the selected contractor and project team, in addition to the expected costs and expected 

benefits of the projects as required by H&SC 40448.5.1.(a)(1). Based on communications with all of 

the organizations specified in H&SC 40448.5.1.(a)(2) and review of their programs, the projects 

proposed in this Plan do not appear to duplicate any past or present projects.

Funding Summary of Potential Projects

The remainder of this section contains the following information for each of the potential projects 

summarized in Table 8.

Proposed Project: A descriptive title and a designation for future reference.

Expected SCAQMD Cost: The estimated proposed SCAQMD cost share as required by H&SC 

40448.5.1.(a)(1).

Expected Total Cost: The estimated total project cost including the SCAQMD cost share and the 

cost share of outside organizations expected to be required to complete the proposed project. This is 

an indication of how much SCAQMD public funds are leveraged through its cooperative efforts.

Description of Technology and Application: A brief summary of the proposed technology to be 

developed and demonstrated, including the expected vehicles, equipment, fuels, or processes that 

could benefit.

Potential Air Quality Benefits: A brief discussion of the expected benefits of the proposed project, 

including the expected contribution towards meeting the goals of the AQMP, as required by H&SC 

40448.5.1.(a)(1). In general, the most important benefits of any technology research, development

and demonstration program are not necessarily realized in the near term. Demonstration projects are 

generally intended to be proof-of-concept for an advanced technology in a real-world application. 
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March 2013 72

While emission benefits, for example, will be achieved from the demonstration, the true benefits will 

be seen over a longer term, as a successfully demonstrated technology is eventually commercialized 

and implemented on a wide scale.
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73 March 2013

Table 8: Summary of Potential Projects

Proposed Project

Expected 

SCAQMD 

Cost $

Expected

Total Cost $

Electric/Hybrid Technologies & Infrastructure

Demonstrate Light-Duty Plug-In Hybrid & Battery Electric Vehicles and 

Infrastructure

500,000 1,000,000

Develop and Demonstrate Medium- and Heavy-Duty Hybrid Vehicles and

Infrastructure

1,000,000 3,000,000

Demonstrate Alternative Energy Storage 300,000 2,000,000

Develop and Demonstrate Electric Container Transport Technologies 4,000,000 15,000,000

Subtotal $5,800,000 $21,000,000

Engine Systems

Develop and Demonstrate Advanced Alternative Fuel Medium- and Heavy-Duty 

Engines and Vehicles

1,000,000 20,000,000

Develop and Demonstrate Alternative Fuel and Clean Conventional Fueled 

Light-Duty Vehicles

500,000 1,500,000

Subtotal $1,500,000 $21,500,000

Hydrogen and Fuel Cell Technologies and Infrastructure

Develop and Demonstrate Operation and Maintenance Business Case Strategies 

for Hydrogen Stations

500,000 4,000,000

Develop and Demonstrate Distributed Hydrogen Production and Fueling Stations 1,750,000 6,000,000

Develop and Demonstrate Fuel Cell Vehicles 250,000 4,000,000

Subtotal $2,500,000 $14,000,000

Infrastructure and Deployment (NG)

Deploy Natural Gas Vehicles in Various Applications 500,000 2,000,000

Develop, Maintain & Expand Natural Gas Infrastructure 1,000,000 2,000,000

Demonstrate Natural Gas Manufacturing and Distribution Technologies

Including Renewables

500,000 7,000,000

Subtotal $2,000,000 $11,000,000

Emission Control Technologies

Develop and Demonstrate Advanced Aftertreatment Technologies 525,000 5,000,000

Demonstrate On-Road Technologies in Off-Road and Retrofit Applications 250,000 1,000,000

Subtotal $775,000 $6,000,000

Fuels/Emission Studies

In-Use Emissions Studies for Advanced Technology Vehicle Demonstrations 750,000 1,000,000

Conduct Emissions Studies on Biofuels and Alternative Fuels 100,000 1,300,000
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March 2013 74

Table 8: Summary of Potential Projects

Proposed Project

Expected 

SCAQMD 

Cost $

Expected

Total Cost $

Fuels/Emission Studies (cont’d)

Identify and Demonstrate In-Use Fleet Emissions Reduction Technologies & 

Opportunities

400,000 2,000,000

Subtotal $1,250,000 $4,300,000

Health Impacts Studies

Evaluate Ultrafine Particle Health Effects 250,000 3,000,000

Conduct Monitoring to Assess Environmental Impacts 250,000 1,000,000

Assess Sources and Health Impacts of Particulate Matter 250,000 300,000

Subtotal $750,000 $4,300,000

Stationary Clean Fuel Technologies

Develop and Demonstrate Reliable, Low Emission Monitoring Systems and Test 

Methods

250,000 500,000

Develop and Demonstrate Clean Stationary Technologies 250,000 750,000

Develop and Demonstrate Renewables-Based Energy Generation Alternatives 200,000 1,000,000

Subtotal $700,000 $2,250,000

Outreach and Technology Transfer

Assessment and Technical Support of Advanced Technologies and Information 

Dissemination

500,000 800,000

Support for Implementation of Various Clean Fuels Vehicle Incentive Programs 400,000 400,000

Subtotal $900,000 $1,200,000

TOTALS FOR POTENTIAL PROJECTS $16,175,000 $85,550,000
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75 March 2013

Technical Summaries of Potential Projects

Electric/Hybrid Technologies & Infrastructure

Proposed Project: Demonstrate Light-Duty Plug-In Hybrid & Battery Electric Vehicles and 

Infrastructure

Expected SCAQMD Cost: $500,000

Expected Total Cost: $1,000,000

Description of Technology and Application:

All of the major automobile manufacturers are currently developing and commercializing hybridelectric vehicles, which now come in a variety of fuel economy and performance options. These 

commercial hybrid EVs integrate a small internal combustion engine, battery pack and electric 

drive motors to improve fuel economy (e.g., Honda Insight) or performance (e.g., Lexus 

RX400h).

The SCAQMD has long supported the concept of using increased battery power to allow a 

portion of the driving cycle to occur in all-electric mode for true zero emission miles. This battery 

dominant strategy is accomplished by incorporating an advanced battery pack initially recharged 

from the household grid or EV chargers. This ―plug-in‖ hybrid EV strategy allows reduced 

emissions and improved fuel economy. In 2009, CARB adopted Plug-In Hybrid Electric Vehicle 

Test Procedure Amendments and Aftermarket Parts Certification and several automobile 

manufacturers have announced demonstration or early production plans of ―blended‖ plug-in 

hybrid electric, extended-range electric vehicles (E-rEV), or highway capable battery electric 

vehicles (BEVs). Electric utilities refer to PHEVs, E-rEVs and BEVs as plug-in electric drive 

vehicles (PEVs) and are working with automakers to support PEVs. The recent adoption of 

revised recommended practice SAE J1772 will enable vehicles to charge from 120V (Level 1) or 

240V (Level 2) using a common conductive connector overnight or in a few hours. Japan has 

adopted a Fast DC charging standard that could charge a passenger car in 30 minutes or less, and 

demonstrations will help provide data to adopt a recommended practice in the U.S. 

Integrated programs can interconnect fleets of electric drive vehicles with mass transit via webbased reservation systems that allow multiple users. These integrated programs can match the 

features of EVs (zero emissions, zero start-up emissions, short range) to typical consumer 

demands for mobility in a way that significantly reduces emissions of pollutants and greenhouse 

gases.

At recent auto shows, automakers have displayed concept plug-in fuel cell vehicles. Development 

and demonstration of dual fuel, zero emission vehicles could expand the acceptance of battery 

electric vehicles and accelerate the introduction of fuel cells in vehicle propulsion.

This project category is to develop and demonstrate: 1) various PEV architectures; 2) anticipated

costs for such architectures; 3) customer interest and preferences for each alternative; 4) 

prospective commercialization issues and strategies for various alternatives; 5) integration of the 

technologies into prototype vehicles and fleets; 6) infrastructure (especially in conjunction with 

the DOE and the Los Angeles Department of Water & Power) to demonstrate the potential clean 

air benefits of these types of vehicles; and 7) support for local government outreach and charging 

installation permit streamlining.
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March 2013 76

Potential Air Quality Benefits:

The 2007 and 2012 AQMPs identify zero- or near zero-emitting vehicles as a key attainment 

strategy. HEV technologies have the potential to achieve near-zero emissions but with the range 

of a conventional gasoline-fueled vehicle, a factor expected to enhance consumer acceptance. 

Given the variety of PEV systems under development, it is critical to determine the true emissions 

and performance of PEVs. Demonstration of optimized prototypes would enhance the 

deployment of near-ZEV and ZEV technologies.

Expected benefits include the establishment of criteria for emissions evaluations, performance 

requirements, customer acceptability of the technology, etc. This will help both regulatory 

agencies and OEMs to expedite introduction of near-zero and zero emitting vehicles in the South 

Coast Basin, which is a high priority of the AQMP.
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77 March 2013

Proposed Project: Develop and Demonstrate Medium- and Heavy-Duty Hybrid Vehicles and 

Infrastructure

Expected SCAQMD Cost: $1,000,000

Expected Total Cost: $3,000,000

Description of Technology and Application:

Hybrid technologies have gained momentum in the light-duty sector with commercial offerings 

by most all of the automobile manufacturers. Unfortunately, the medium- and heavy-duty 

platforms are where most emissions reductions are required, especially for the in-use fleet due to 

low turnover. This project category is to investigate the use of hybrid technologies to achieve 

similar performance as the conventional fueled counterparts while achieving both reduced 

emissions and improved fuel economy. Development and validation of emission test procedures 

is needed, but is complicated due to the low volume and variety of medium- and heavy-duty 

vehicles.

Platforms to be considered include utility trucks, delivery vans, shuttle buses, transit buses, waste 

haulers, construction equipment, cranes and other off-road vehicles. Innovations that may be 

considered for demonstration include: advancements in the auxiliary power unit, either ICE or 

other heat engine; battery-dominant hybrid systems utilizing off-peak re-charging, with advanced 

battery technologies such as lithium-ion; and hydraulic energy storage technologies where 

applicable. Alternative fuels are preferred in these projects, e.g., natural gas, LPG, hydrogen, 

GTL and hydrogen-natural gas blends, but conventional fuels such as gasoline, clean diesel, or 

even biodiesel may be considered if the emissions benefits can be demonstrated as equivalent or 

superior to alternative fuels. Both new designs and retrofittable technologies and related charging 

infrastructure will be considered.

Federal recovery act funding combined with state and local support has accelerated the 

development and demonstration of medium-duty plug-in hybrid electric truck platforms. Analysis 

of project data and use profiles will help optimize drive systems, target applications for early 

commercialization and fill gaps in product offerings.

Potential Air Quality Benefits:

The 2007 and 2012 AQMPs identify zero- or near zero-emitting vehicles as a key attainment 

strategy. Hybrid technologies have the potential to redirect previously wasted kinetic energy into 

useable vehicle power. This proposed project category will evaluate various hybrid systems and 

fuel combinations to identify their performance and emissions benefits. Given the variety of 

hybrid systems under development, it is critical to determine the true emissions and performance 

of these prototypes, especially if both emissions and fuel economy advantages are achieved.

Expected benefits include the establishment of criteria for emissions evaluations, performance 

requirements and customer acceptability of the technology. This will help both regulatory 

agencies and OEMs to expedite introduction of near-zero emitting vehicles in the South Coast 

Basin, which is a high priority of the AQMP.
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March 2013 78

Proposed Project: Demonstrate Alternative Energy Storage

Expected SCAQMD Cost: $300,000

Expected Total Cost: $2,000,000

Description of Technology and Application:

The SCAQMD has been involved in the development and demonstration of energy storage 

systems for electric and hybrid-electric vehicles, mainly Lithium ion chemistry battery packs. 

Over the past few years, additional technology consisting of nickel sodium chloride, lithium-ion 

and lithium iron phosphate batteries have shown robust performance. Other technology 

manufacturers have also developed energy storage devices including flywheels, hydraulic 

systems and ultracapacitors. Energy storage systems optimized to combine the advantages of 

ultracapacitors and advanced batteries could yield further benefits. This project category is to 

apply these advanced storage technologies in vehicle platforms to identify best fit applications, 

demonstrate their viability (reliability, maintainability and durability), gauge market preparedness

and provide a pathway to commercialization.

The long-term objective of this program is to decrease fuel consumption and resulting emissions 

without any changes in performance compared to conventional vehicles. This program will 

support several projects for development and demonstration of different types of low-emission 

hybrid vehicles using advanced energy strategies and conventional or alternative fuels. The 

overall net emissions and fuel consumption of these types of vehicles are expected to be much 

lower than traditional engine systems. Both new and retrofit technologies will be considered.

Potential Air Quality Benefits:

Certification of low-emission vehicles and engines and their integration into the Basin’s 

transportation sector is a high priority under the 2007 and 2012 AQMPs. This program is 

expected to develop hybrid technologies that could be implemented in medium- and heavy-duty 

trucks, buses and other applications. Benefits will include proof of concept for the new 

technologies, diversification of transportation fuels and lower emissions of criteria, toxic 

pollutants and greenhouse gases. 
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79 March 2013

Proposed Project: Develop and Demonstrate Electric Container Transport Technologies

Expected SCAQMD Cost: $4,000,000

Expected Total Cost: $15,000,000

Description of Technology and Application: 

Advanced transportation systems can be used to transfer cargo containers from ports to both local 

and ―distant‖ intermodal facilities, thereby significantly reducing emissions from on-road trucks 

and locomotives and also reducing traffic congestion in local transportation corridors. Such 

systems could be stand-alone systems that use magnetic levitation (maglev), linear synchronous 

motors or linear induction motors on dedicated guideways. A more near-term design could use 

existing roadways that are electrified with catenary electric lines or linear electric motors to move 

containers on modified trucks equipped to run on electricity. In both scenarios, containers are 

transported relatively quietly and without direct emissions. The footprints for such systems are 

similar to conventional rail systems but have reduced impact on adjacent property owners 

including noise and fugitive dust. These systems can even be built above or adjacent to freeways 

or on elevated guideways. These container freight systems are not designed to carry any operators 

on the guideways, where the over-the-roadway system may require the operator to actively 

control the transport of the containers. 

One of the container transportation concepts the AQMD is considering is the eHighway catenary 

hybrid truck system by Siemens Mobility. Siemens and their partners have developed a catenary 

system and hybrid electric trucks to utilize the catenary for zero emission transport of containers. 

The hybrid drive system will extend the operating range of the truck beyond the all-electric range 

of the catenary system, thus enabling the truck to perform regional drayage operations and bridge 

gaps in catenary infrastructure as it is deployed on a regional level. The proposed Siemens 

pantograph system will allow for seamless connection and disconnection from the catenary wires. 

When entering the catenary system corridor, the pantograph system will verify the presence of 

catenary lines and allow the driver to raise the pantograph from within the cab of the truck. Upon 

leaving the catenary system, the pantograph automatically retracts and the truck switches to onboard power systems. The on-board power systems could be a range of technologies, including 

batteries, fuel cells, or internal combustion engines. In addition, AQMD is administering a 

project to develop and demonstrate zero emission drayage trucks for goods movement operations, 

consisting of three different battery electric truck technologies and a fuel cell hybrid electric truck 

platform. This project is funded by a $4.2 million award from Department of Energy to promote 

the deployment of zero emission cargo transport technologies. These trucks can be also upfitted 

to connect to wayside power via a catenary or LSM system in the future.

In addition to these technologies, there are other options for electric container applications such 

as dual-mode locomotives, hybrid electric technologies with battery storage, a battery tender car, 

magnetic levitation, and fuel cell propulsion system. This program will evaluate all available 

technology options to determine whether their systems can be successfully developed and 

deployed, financially viable, and reliably operated on a long-term basis.

Potential Air Quality Benefits:

On-road heavy-duty diesel truck travel is an integral part of operations at the ports moving cargo 

containers into the Basin and beyond. The 2007 and 2012 AQMPs propose to reduce emissions 

from this activity by modernizing the fleet and retrofitting NOx and PM emission controls on 
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March 2013 80

older trucks. An alternative approach, especially for local drayage to the nearby intermodal 

facilities, is to use advanced container transport systems that use electric propulsion for the 

containers on fixed guideways or modified trucks able to operate on electricity which will 

eliminate local diesel truck emissions. The emission benefits have not yet been estimated because 

the fate of the displaced trucks has not been determined.
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81 March 2013

Engine Systems

Proposed Project: Develop and Demonstrate Advanced Alternative Fuel Medium- and 

Heavy-Duty Engines and Vehicles

Expected SCAQMD Cost: $1,000,000

Expected Total Cost: $20,000,000

Description of Technology and Application:

The objective of this proposed program is to support development and certification of near 

commercial prototype low-emission heavy-duty alternative fuel engine technologies and

demonstration of these technologies in on-road vehicles. The NOx emissions target for this 

program area is 0.2 g/bhp-hr and lower and the PM emissions target is below 0.01 g/bhp-hr. To 

achieve these targets, an effective emission control strategy must employ advance fuel or 

alternative fuels, engine design features, improved exhaust or recirculation systems, and 

aftertreatment devices that are optimized using a system approach. This program is expected to 

result in several projects, including: 

 demonstration of advanced engines in medium-duty and heavy-duty vehicles; 

 development of durable and reliable retrofit technologies to convert engines and vehicles 

from petroleum fuels to alternative fuels; and

 anticipated fuels for these projects include but are not limited to CNG, LNG, LPG, 

emulsified diesel and GTL fuels. The program proposes to expand field demonstration of 

these advanced technologies in various vehicle fleets operating with different classes of 

vehicles.

The use of alternative fuel in heavy-duty trucking applications has been demonstrated in certain 

local fleets within the Basin. These vehicles typically require 200-300 horsepower engines. 

Higher horsepower alternative fuel engines are beginning to be introduced. However, vehicle 

range, lack of experience with alternative fuel engine technologies and limited selection of 

appropriate alternative fuel engine products have made it difficult for more firms to consider 

significant use of alternative fuel vehicles. For example, in recent years, several large trucking 

fleets have expressed interest in using alternative fuels. However, at this time the choice of 

engines over 350 HP or more is limited. Continued development of cleaner dedicated natural gas 

or other alternative fuel engines such as natural gas-hydrogen blends over 350 HP would increase 

availability to end-users and provide additional emission reductions.

Potential Air Quality Benefits:

This program is intended to expedite the commercialization of low-emission alternative fuel 

heavy-duty engine technology in California, both in the Basin and in intrastate operation. The 

emission reduction benefit of replacing one 4.0 g/bhp-hr heavy-duty engine with a 0.2 g/bhp-hr 

engine in a vehicle that consumes 10,000 gallons of fuel per year is about 1400 lb/yr of NOx. 

Clean alternative fuels, such as natural gas, or natural gas blends with hydrogen can also reduce 

heavy-duty engine particulate emissions by over 90 percent compared to current diesel 

technology. This program is expected to lead to increased availability of low-emission alternative 

fuel heavy-duty engines. Fleets can use the engines and vehicles emerging from this program to 

comply with SCAQMD fleet regulations.
2013 Plan Update

March 2013 82

Proposed Project: Develop and Demonstrate Alternative Fuel and Clean Conventional 

Fueled Light-Duty Vehicles

Expected SCAQMD Cost: $500,000

Expected Total Cost: $1,500,000

Description of Technology and Application: 

Although new conventional fueled vehicles are much cleaner than their predecessors, not all 

match the lowest emissions standards often achieved by alternative fuel vehicles. This project 

would assist in the development, demonstration and certification of both alternative-fueled and 

conventional-fueled vehicles to meet the strictest emissions requirements by the state, e.g., 

SULEV for light-duty vehicles. The candidate fuels include CNG, LPG, ethanol, gas-to-liquid 

(GTL), clean diesel, bio-diesel and ultra low-sulfur diesel, and compressed air technologies. The 

potential vehicle projects may include:

 certification of CNG light-duty sedans and pickup trucks used in fleet services;

 resolution of higher concentration ethanol (E-85) affect on vehicle fueling system 

(―permeation issue‖);

 certification of E85 vehicles to SULEV standards; 

 assessment of ―clean diesel‖ vehicles, including hybrids and their ability to attain SULEV 

standards; and

 assessment of compressed air technologies.

Other fuel and technology combinations may also be considered under this category.

Potential Air Quality Benefits: 

The 2007 and 2012 AQMPs identify the use of alternative clean fuels in mobile sources as a key 

attainment strategy. Pursuant to AQMP goals, the SCAQMD has in effect several fleet rules that 

require public and certain private fleets to purchase clean-burning alternative-fueled vehicles 

when adding or replacing vehicles to their vehicle fleets. This program is expected to lead to 

increased availability of low-emission alternative-and conventional-fueled vehicles for fleets as 

well as consumer purchase.
2013 Plan Update

83 March 2013

Hydrogen and Fuel Cell Technologies & Infrastructure

Proposed Project: Develop and Demonstrate Operation and Maintenance Business Case 

Strategies for Hydrogen Stations

Expected SCAQMD Cost: $500,000

Expected Total Cost: $4,000,000

Description of Technology and Application:

California regulations require automakers to place increasing numbers of zero emission vehicles 

into service every year. By 2050, CARB projects that 87% of light-duty vehicles on the road will 

be zero emission battery and fuel cell vehicles with fuel cell electric becoming the dominant 

powertrain.

The California Fuel Cell Partnership (CaFCP) recently published a roadmap describing the first 

network of commercial hydrogen stations in California. The roadmap states that by 2015, 68 

hydrogen fueling stations in cluster communities and at specific destinations will provide 

coverage for the first 20,000 FCEV owners in California. Stakeholders estimate 37 stations will 

be funded and operating in 2015, leaving a gap of 31 needed stations. The cost for these 31 

stations is estimated to be approximately $65 million. The cost-estimates for these stations were 

based on a ―cash-flow‖ analysis whereby the state would ensure the station operators would not 

be financially penalized for opening a hydrogen station. This model, however, makes 

assumptions based on a fuel retailers’ perspective, including the station operator is able to secure 

financing, the size of stations, the cost of rent for the land and other factors. The analysis did not 

identify, however, the implementation of such a system. 

This project category would evaluate the actual implementation of a ―cash-flow‖ system, the 

willingness of banks to grant loans, the strategy to assess the cash-flow ―gap‖, and other 

implementation challenges for such a system.

Potential Air Quality Benefits:

The 2007 and 2012 AQMPs identify the use of alternative fuels and zero-emission transportation 

technologies as necessary to meet federal air quality standards. One of the major advantages of 

Fuel Cell vehicles (FCEVs) is the fact that they use hydrogen, a fuel that can be domestically 

produced from a variety of resources such as natural gas, solar, wind and biomass. The 

technology and means to produce hydrogen fuel to support FCEVs are available now. The 

deployment of large numbers of FCEVs, which is an important strategy to attain air quality goals, 

requires a well planned and robust hydrogen fueling infrastructure. This AQMD program with 

additional funding from other entities will provide the hydrogen fueling infrastructure that is 

necessary in the South Coast Air Basin. The deployment of FCEVs and the development of the 

necessary fueling infrastructure will lead to substantial reductions in NOx, VOC, CO, PM and 

toxic air contaminants from vehicles.
2013 Plan Update

March 2013 84

Proposed Project: Develop and Demonstrate Distributed Hydrogen Production and Fueling 

Stations

Expected SCAQMD Cost: $1,750,000

Expected Total Cost: $6,000,000

Description of Technology and Application:

Alternative fuels, such as hydrogen and the use of advanced technologies, such as fuel cell 

vehicles, are necessary to meet future clean air standards. A key element in the widespread 

acceptance and resulting increased use of alternative fuel vehicles is the development of an 

infrastructure to support the refueling of vehicles, cost-effective production and distribution and

clean utilization of these new fuels.

A major challenge to the entry and acceptance of direct-hydrogen fuel cell vehicles is the limited 

number of hydrogen refueling sites. This program would support the development and 

demonstration of hydrogen refueling technologies. Proposed projects would address:

 Fleet and Commercial Refueling Stations: Further expansion of the hydrogen fueling 

network based on retail models, providing renewable generation, other strategic refueling

locations and increased dispensing pressure of 10,000 psi and compatibility with existing 

CNG stations may be considered.

 Energy Stations: Multiple-use energy stations that can produce hydrogen for fuel cell 

vehicles or for stationary power generation are considered an enabling technology with the 

potential for costs competitive with large-scale reforming. System efficiency, emissions, 

hydrogen throughput, hydrogen purity and system economics will be monitored to 

determine the viability of this strategy for hydrogen fueling infrastructure deployment and 

as a means to produce power and hydrogen from renewable feedstocks (biomass, digester 

gas, etc.).

Home Refueling Appliances: Home refueling/recharging is an attractive advancement for 

alternative clean fuels due to the limited conventional refueling infrastructure. Similar to the 

natural gas home refueling appliance currently commercially available, this project would 

evaluate a hydrogen home refueler for cost, compactness, performance, durability, emission

characteristics, ease of assembly and disassembly, maintenance and operations. Other issues such 

as building permits, building code compliance and UL ratings for safety would also be evaluated.

It is estimated that approximately 50,000 fuel cell vehicles will be deployed by 2017 in California 

and the majority of these vehicles will be in the South Coast Air Basin. To provide fuel for these 

vehicles, the hydrogen fueling infrastructure needs to be significantly increased. SCAQMD will 

seek additional funding from CEC and CARB to construct and operate hydrogen fueling stations.

Potential Air Quality Benefits:

The 2007 and 2012 AQMPs identify the use of alternative clean fuels in mobile sources as a key 

attainment strategy. Pursuant to AQMP goals, the SCAQMD has in effect several fleet rules that 

require public and certain private fleets to purchase clean-burning alternative-fueled vehicles 

when adding or replacing vehicles to their vehicle fleets. Fuel cell vehicles constitute the cleanest 

alternative-fuel vehicles today. Since hydrogen is a key fuel for fuel cell vehicles, this program 

would address some of the barriers faced by hydrogen as a fuel and thus assist in accelerating its 

acceptance and ultimate commercialization. In addition to supporting the immediate deployment 

of the demonstration fleet, expanding the hydrogen fuel infrastructure should contribute to the 

market acceptance of fuel cell technologies in the long run, leading to substantial reductions in 

NOx, VOC, CO, PM and toxic compound emissions from vehicles.
2013 Plan Update

85 March 2013

Proposed Project: Develop and Demonstrate Fuel Cell Vehicles

Expected SCAQMD Cost: $250,000

Expected Total Cost: $4,000,000

Description of Technology and Application: 

This proposed project would support the demonstration of promising fuel cell technologies for 

applications using direct hydrogen in proton exchange membrane (PEM) fuel cell technologies. 

Battery fuel cell hybrids are another potential technology being mentioned by battery experts as a 

way of reducing costs and enhancing performance of fuel cell vehicles.

With the implementation of the California Hydrogen Highway Network, supplemented by the 

existing and planned hydrogen refueling stations in the Southern California area, pre-production 

vehicles are planned for demonstration in controlled fleets, such as local cities, transit authorities

and airports. Some of these pre-production vehicles include light-duty trucks as well as small to 

full size transit and shuttle buses. Fleets are useful demonstration sites because economies of 

scale exist in central refueling, in training skilled personnel to operate and maintain the vehicles, 

in the ability to monitor and collect data on vehicle performance and for manufacturer technical 

and customer support. These vehicles could include hybrid-electric vehicles powered by fuel cells 

and equipped with batteries capable of being charged from the grid and even supplying power to 

the grid. This category may include projects in the following applications:

On-Road:

• Light-Duty Vehicles

• Transit Buses

• Shuttle Buses

• Medium-Duty Trucks (Utility or Other)

Off-Road:

• Vehicle Auxiliary Power Units

• Construction Equipment

• Lawn and Garden Equipment

• Cargo Handling Equipment

Potential Air Quality Benefits:

The 2007 and 2012 AQMPs identify the need to implement zero-emission vehicles. SCAQMD 

adopted fleet regulations require public and some private fleets within the Basin to acquire 

alternatively fueled vehicles when making new purchases. In the future, such vehicles could be 

powered by zero-emission fuel cells operating on hydrogen fuel. The proposed projects have the 

potential to accelerate the commercial viability of fuel cell vehicles. Expected immediate benefits 

include the establishment of zero- and near zero-emission proof-of-concept vehicles in numerous 

applications. Over the longer term, the proposed projects could help foster wide-scale 

implementation of zero-emission fuel cell vehicles in the Basin. The proposed projects could also 

lead to significant fuel economy improvements, manufacturing innovations and the creation of 

high-tech jobs in Southern California, besides realizing the air quality benefits projected in the 

AQMP.
2013 Plan Update

March 2013 86

Infrastructure and Deployment (NG)

Proposed Project: Deploy Natural Gas Vehicles in Various Applications

Expected SCAQMD Cost: $500,000

Expected Total Cost: $2,000,000

Description of Technology and Application: 

Natural gas vehicles (NGVs) have been very successful in reducing emissions in the South Coast 

Air Basin due to the deployment of fleets and heavy-duty vehicles utilizing this clean fuel. In 

order to maintain the throughput, utility and commercial potential of the natural gas infrastructure 

and the corresponding clean air benefits, deploying additional models of NGVs in existing 

applications are needed. This technology category seeks to support the implementation of earlycommercial vehicles in a wide variety of applications, such as taxis, law enforcement vehicles, 

shuttle buses, delivery vans, transit buses, waste haulers, class 8 tractors and off-road equipment 

such as construction vehicles and yard hostlers.

Potential Air Quality Benefits: 

Natural gas vehicles have inherently lower engine criteria pollutant emissions than conventional 

vehicles, especially in the heavy-duty applications where older diesel engines are being replaced. 

Incentivizing these vehicles in city fleets, goods movement applications and transit bus routes 

help to reduce the local emissions and exposure to nearby residents. Natural gas vehicles also can 

have lower greenhouse gas emissions and increase energy diversity depending on the feedstock 

and vehicle class. Deployment of additional NGVs is in agreement with SCAQMD’s AQMP as 

well as the state’s Alternative Fuels Plan as part of AB1007 (Pavley).
2013 Plan Update

87 March 2013

Proposed Project: Develop, Maintain & Expand Natural Gas Infrastructure

Expected SCAQMD Cost: $1,000,000

Expected Total Cost: $2,000,000

Description of Technology and Application:

This program would support the development, maintenance and expansion of natural gas fueling 

station technologies and incorporate advancing concepts to increase the overall number of such 

fueling stations in strategic locations throughout the Basin including the Ports, reduce the cost of 

natural gas equipment, standardize fueling station design and construction and help with the 

implementation of SCAQMD’s fleet rules. As natural gas fueling equipment begins to age or has 

been placed in demanding usage, components begin to age and deteriorate. This program offers 

an incentive to facilities to replace worn-out equipment or to upgrade existing fueling and/or 

garage and maintenance equipment to offer increased fueling capacity to public agencies, private 

fleets and school districts.

Potential Air Quality Benefits:

The AQMP identifies the use of alternative clean fuels in mobile sources as a key attainment 

strategy. NGVs have significantly lower emissions than gasoline vehicles and represent the 

cleanest internal combustion engine powered vehicles available today. The project has the 

potential to significantly reduce the installation and operating costs of NGV refueling stations, 

besides improving the refueling time. While new or improved NGV stations have an indirect 

emissions reduction benefit, they help facilitate the introduction of low-emission, NGVs in 

private and public fleets in the area, which have a direct emissions reduction benefit. The 

increased exposure and fleet and consumer acceptance of NGVs would lead to significant and 

direct reductions in NOx, VOC, CO, PM and toxic compound emissions from mobile sources. 

Such increased penetration of NGVs will provide direct emissions reductions of NOx, VOC, CO, 

PM and air toxic compounds throughout the Basin.
2013 Plan Update

March 2013 88

Proposed Project: Demonstrate Natural Gas Manufacturing and Distribution Technologies 

Including Renewables

Expected SCAQMD Cost: $500,000

Expected Total Cost: $7,000,000

Description of Technology and Application: 

Lack of sufficient statewide LNG production results in increased fuel costs and supply 

constraints. The cost of transporting LNG from production facilities out-of-state increases the fuel 

cost anywhere from 15 to 20 cents per gallon of LNG and subjects users to the reliability of a 

single supply source. High capital costs prevent construction of closer, large scale liquefaction 

facilities. Small-scale, distributed LNG liquefaction systems may provide 25 percent lower 

capital costs than conventional technology per gallon of LNG produced. Because these smaller 

plants can be sited near fleet customers, costs for transporting the LNG to end users are much 

lower than those for remote larger plants. Beyond these cost reductions, the smaller plants offer 

key benefits of much smaller initial capital investment and wider network of supply than the 

larger plant model. Renewable feed stocks including landfill gas, green waste and waste gases can 

be processed to yield LNG or CNG.

Industry and government agree that LNG promises to capture a significant share of the heavyduty vehicle and engine market. LNG is preferred for long distance trucking as it provides twice 

the energy per unit volume as CNG. This translates to longer driving ranges and lower-weight 

vehicle fuel storage. 

The main objectives of this project are to investigate, develop and demonstrate:

 commercially viable methods for converting renewable feed stocks into CNG or LNG (e.g., 

production from biomass);

 economic small-scale natural gas liquefaction technologies;

 utilization of various gaseous feed stocks locally available;

 commercialize incentives for fleets to site, install and use LNG and L/CNG refueling 

facilities; and

 strategic placement of LNG storage capacity sufficient to provide supply to users in the 

event of a production outage.

Potential Air Quality Benefits: 

The SCAQMD relies on a significant increase in the penetration of zero- and low-emission 

vehicles in the South Coast Basin to attain federal clean air standards by 2014 and 2023. This 

project would help develop a number of small-scale liquefaction technologies that can reduce 

LNG costs to be competitive with diesel fuel. Such advances are expected to lead to greater 

infrastructure development. This would make LNG fueled heavy-duty vehicles more available to 

the commercial market leading to direct reductions in NOx, PM and toxic compound emissions.
2013 Plan Update

89 March 2013

Emission Control Technologies

Proposed Project: Develop and Demonstrate Advanced Aftertreatment Technologies

Expected SCAQMD Cost: $525,000

Expected Total Cost: $5,000,000

Description of Technology and Application:

There are a number of aftertreatment technologies which have shown substantial emission 

reductions in diesel engines. These technologies include diesel particulate filters (DPFs), 

oxidation catalysts, selective catalytic reduction (SCR) systems and NOx adsorbers. This project 

category is to develop and demonstrate these aftertreatment technologies alone or in tandem with 

an alternative fuel to produce the lowest possible PM, ultrafine particles, nanoparticles, NOx, CO, 

carbonyl and hydrocarbon emissions in retrofit and new applications. With the increasing focus 

on zero and near-zero emission goods movement technologies, this category should examine idle 

reduction concepts and technologies that can be employed at ports and airports.

Possible projects include advancing the technologies for on-road retrofit applications such as 

heavy-duty line-haul diesel engines, street sweepers, waste haulers and transit buses. Applications 

for non-road may include construction equipment, yard hostlers, gantry cranes, locomotives, 

marine vessels, ground support equipment and other similar industrial applications. Potential 

fuels to be considered in tandem are low-sulfur diesel, emulsified diesel, biodiesel, gas-to-liquids, 

hydrogen and natural gas. This project category will also explore the performance, economic 

feasibility, viability (reliability, maintainability and durability) and ease-of-use to ensure a 

pathway to commercialization. 

Potential Air Quality Benefits:

The transfer of mature emission control technologies, such as DPFs and oxidation catalysts, to the 

off-road sector is a potentially low-risk endeavor that can have immediate emissions reductions. 

Further development and demonstration of other technologies, such SCR and NOx adsorbers, 

could also have NOx reductions of up to 90%. 
2013 Plan Update

March 2013 90

Proposed Project: Demonstrate On-Road Technologies in Off-Road and Retrofit Applications

Expected SCAQMD Cost: $250,000

Expected Total Cost: $1,000,000

Description of Technology and Application:

Heavy-duty on-road engines have demonstrated progress in meeting increasingly stringent 

Federal and state requirements. New heavy-duty engines have progressed from 2 g/bhp-hr NOx in 

2004 to 0.2 g/bhp-hr NOx in 2010, which is an order of magnitude decrease in just six years. Offroad engines, however, have considerably higher emissions limits depending on the engine size. 

For example, Tier-3 standards for heavy-duty engines require only 3 g/bhp-hr NOx. There are 

apparent opportunities to implement cleaner on-road technologies in off-road applications. There 

is also an opportunity to replace existing engines in both on-road and off-road applications with 

the cleanest available technology. Current regulations require a repower (engine exchange) to 

only meet the same emissions standards as the engine being retired. Unfortunately, this does not 

take advantage of recently developed clean technologies.

Exhaust gas cleanup strategies, such as SCR, electrostatic precipitators, baghouses and scrubbers, 

have been used successfully for many years on stationary sources. The exhaust from the 

combustion source is routed to the cleaning technology, which typically requires a large footprint 

for implementation. This large footprint has made installation of such technologies on some 

mobile sources prohibitive. However, in cases where the mobile source is required to idle for long 

periods of time, it may be more effective to route the emissions from the mobile source to a 

stationary device to clean the exhaust stream. 

Projects in this category will include utilizing proven clean technologies in novel applications, 

such as:

 demonstrating certified LNG and CNG on-road engines in off-road applications including 

yard hostlers, switcher locomotives, gantry cranes, waste haulers and construction 

equipment; 

 implementing lower emission engines in repower applications for both on-road and offroad applications; and

 application of stationary best available control technologies, such as SCR, scrubbers, 

baghouses and electrostatic precipitators, to appropriate on- and off-road applications, such 

as idling locomotives, marine vessels at dock and heavy-duty line-haul trucks at weigh 

stations. 

Potential Air Quality Benefits:

The transfer of mature emission control technologies, such as certified engines and SCR, to the 

non-road and retrofit sectors offers high potential for immediate emissions reductions. Further 

development and demonstration of these technologies will assist in the regulatory efforts which 

could require such technologies and retrofits. 
2013 Plan Update

91 March 2013

Fuels/Emission Studies

Proposed Project: In-Use Emissions Studies for Advanced Technology Vehicle 

Demonstrations 

Expected SCAQMD Cost: $750,000

Expected Total Cost: $1,000,000

Description of Technology and Application:

Hybrid electric, hybrid hydraulic, plug-in electric hybrid and pure EVs will all play a unique role 

in the future of transportation. Each of these transportation technologies has attributes that could 

provide unique benefits to different transportation sectors. Identifying the optimal placement of 

each transportation technology will provide the co-benefits of maximizing the environmental 

benefit and return on investment for the operator.

The environmental benefit for each technology class will be highly duty-cycle and application 

specific. Identifying the attributes of a specific application or drive cycle that would take best 

advantage of a specific transportation technology would speed the adoption and make optimal use 

of financial resources in the demonstration and deployment of a technology. The adoption rates 

would be accelerated since the intelligent deployment of a certain technology would ensure that a 

high percentage of the demonstration vehicles showed positive results. These positive results 

would spur the adoption of this technology in similar applications, as opposed to negative results 

derailing the further development or deployment of a certain technology.

The proposed project would conduct a characterization of application specific drive cycles to best 

match different transportation technologies to specific applications. The potential emissions 

reductions and fossil fuel displacement for each technology in a specific application would be 

quantified on a full-cycle basis. This information could be used to develop a theoretical database 

of potential environmental benefits of different transportation technologies when deployed in 

specific applications.

Potential Air Quality Benefits:

The development of an emissions reduction database, for various application specific 

transportation technologies, would assist in the targeted deployment of new transportation 

technologies. This database coupled with application specific vehicle miles traveled and 

population data would assist in intelligently deploying advanced technology vehicles to attain the 

maximum environmental benefit. These two data streams would allow vehicle technologies to be 

matched to an application that is best suited to the specific technology, as well as selecting 

applications that are substantial enough to provide a significant environmental benefit. The 

demonstration of a quantifiable reduction in operating cost through the intelligent deployment of 

vehicles will also accelerate the commercial adoption of the various technologies. The accelerated 

adoption of lower emitting vehicles will further assist in attaining SCAQMD’s air quality goals. 
2013 Plan Update

March 2013 92

Proposed Project: Conduct Emissions Studies on Biofuels and Alternative Fuels

Expected SCAQMD Cost: $100,000

Expected Total Cost: $1,300,000

Description of Technology and Application:

The use of biofuels can be an important strategy to reduce petroleum dependency, air pollution 

and greenhouse gas emissions. Biofuels are in fact receiving increased attention due to national 

support and state activities resulting from AB 32, AB 1007 and the Low-Carbon Fuel Standard. 

With an anticipated increase in biofuel use, it is the objective of this program to further analyze 

these fuels to better understand their benefits and impacts not only on greenhouse gases but also 

on air pollution and associated health effects. 

In various diesel engine studies, replacement of petroleum diesel fuel with biodiesel fuel has

demonstrated reduced PM, CO and air toxics emissions. Biodiesel also has the potential to reduce 

greenhouse gas emissions because it can be made from renewable feedstocks, such as soy and 

canola. However, certain blends of biodiesel have a tendency to increase NOx emissions, which 

exacerbates the ozone and PM2.5 challenges faced in the Basin. In addition, despite recent 

advancements in toxicological research in the air pollution field, the relationship between 

biodiesel particle composition and associated health effects is still not completely understood.

Ethanol is another biofuel that is gaining increased national media and state regulatory attention. 

CARB has recently amended the reformulated gasoline regulation to further increase the ethanol 

content to 10% as a means to increase the amount of renewable fuels in the state. It is projected 

that the state’s ethanol use will increase from 900 million gallons in 2007 to 1.5 billion gallons by 

2012 as a result. As in the case of biodiesel, ethanol has demonstrated in various emission studies 

to reduce PM, CO and toxic emissions; however, the relationship between particle composition 

and associated health effects from the combustion of ethanol is not well understood either. The 

impact of natural gas fuel composition on emissions from heavy-duty trucks and transit buses is 

also being studied. 

In order to address these concerns on potential health effects associated with biofuels, namely 

biodiesel and ethanol blends, this program will investigate the physical and chemical composition 

and associated health effects of tailpipe PM emissions from light- to heavy-duty vehicles burning 

biofuels in order to ensure public health is not adversely impacted by broader use of these fuels. 

This program also supports future studies to identify mitigation measures to reduce NOx

emissions for biofuels. Additionally, a study of emissions from well-to-wheel for the extraction 

and use of shale gas might be considered.

Potential Air Quality Benefits:

If biodiesel and biodiesel blends can be demonstrated to reduce air pollutant emissions with the 

ability to mitigate any NOx impact, this technology will become a viable strategy to assist in 

meeting air pollutant standards as well as the goals of AB 32 and the Low-Carbon Fuel Standard. 

The use of biodiesel is an important effort for a sustainable energy future. Emission studies are 

critical to understanding the emission benefits and any tradeoffs (NOx impact) that may result 

from using this alternative fuel. With reliable information on the emissions from using biodiesel 

and biodiesel blends, the AQMD can take actions to ensure the use of biodiesel will obtain air 

pollutant reductions without creating additional NOx emissions that may exacerbate the Basin’s 

ozone problem. 
2013 Plan Update

93 March 2013

Proposed Project: Identify and Demonstrate In-Use Fleet Emissions Reduction Technologies 

and Opportunities

Expected SCAQMD Cost: $400,000

Expected Total Cost: $2,000,000

Description of Technology and Application:

New technologies, such as alternative fueled heavy-duty engines, are extremely effective at 

reducing emissions because they are designed to meet the most stringent emissions standards 

while maintaining vehicle performance. In addition, many new vehicles are now equipped with 

telematics enabling motorists to obtain transportation information such as road conditions to 

avoid excessive idling and track information about the vehicle maintenance needs, repair history, 

tire pressure and fuel economy. Telematics have been shown to reduce emissions from new 

vehicles. Unfortunately, the in-use fleet lacks telematic systems--particularly heavy-duty engines 

in trucks, buses, construction equipment, locomotives, marine vessels and cargo handling 

equipment--have fairly long working lifetimes (up to 20 years due to remanufacturing in some 

cases). Even light-duty vehicles routinely have lifetimes exceeding 200,000 miles and 10 years. 

And it is the in-use fleet, especially the oldest vehicles, which are responsible for the majority of 

emissions.

This project category is to investigate near-term emissions control technologies which can be 

economically applied to reduce emissions from the in-use fleet. The first part of the project is to 

identify and conduct proof-of-concept demonstrations of feasible candidate technologies, such as:

 remote sensing for heavy-duty vehicles;

 annual testing for high mileage vehicles (>100,000 miles);

 replace or upgrade emissions control systems at 100,000 mile intervals;

 on-board emission diagnostics with remote notification;

 low-cost test equipment for monitoring and identifying high emitters;

 test cycle development for different class vehicles (e.g. four wheel drive SUVs); 

 electrical auxiliary power unit replacements; and

 development, deployment and demonstration of smart vehicle telematic systems

The second phase of the project is to validate the technology or strategy on a larger demonstration 

project over a longer period of time.

Potential Air Quality Benefits:

Many of the technologies identified can be applied to light-duty and heavy-duty vehicles to 

identify and subsequently remedy high-emitting vehicles in the current fleet inventory. Estimates 

suggest that 5 percent of existing fleets account for up to 80 percent of the emissions. 

Identification of higher emitting vehicles would assist with demand-side strategies, where higher 

emitting vehicles have correspondingly higher registration charges, which is included in Chapter 

4 of the 2007 AQMP as a potential control strategy.
2013 Plan Update

March 2013 94

Health Impacts Studies

Proposed Project: Evaluate Ultrafine Particle Health Effects

Expected SCAQMD Cost: $250,000

Expected Total Cost: $3,000,000

Description of Technology and Application: 

Reducing diesel exhaust from vehicles has become a high priority in the South Coast Air Basin 

since CARB identified the particulate phase of diesel exhaust as a surrogate for all of the toxic air 

contaminant emitted from diesel exhaust. Additionally, recent health studies indicate that the 

ultrafine portion of particulate matter may be more toxic on a per-mass basis than other fractions. 

Several technologies have been introduced and others are under development to reduce diesel 

emissions. These include among others low-sulfur diesel fuel, particulate matter traps and heavyduty engines operating on alternative fuel such as CNG and LNG. Recent studies have shown that 

control technologies applied to mobile sources have been effective in reducing the mass of 

particulates emitted. However, there is also evidence that the number of ultrafine particles on and 

near roadways has increased, even while the mass of particulates has decreased. To have a better 

understanding of changes in ultrafine particulate emissions from the application of the new 

technologies and the health effects of these emissions, an evaluation and comparison of ultrafine 

particulate matter and the potential impacts on community exposures are necessary.

In this program, measurements and chemical composition of ultrafine particulates will be done, as 

well as studies conducted to characterize their toxicity. The composition of the particulates can 

further be used to determine the contribution from specific combustion sources. Additionally, 

engine or chassis dynamometer testing may be conducted on heavy-duty vehicles to measure, 

evaluate and compare ultrafine particulate matter, PAH and other relevant toxic emissions from 

different types of fuels such as CNG, low-sulfur diesel, etc. These tests may also include 

comparisons with the application of particulate matter retrofit traps. This program needs to be 

closely coordinated with the development of technologies for alternative fuels, aftertreatment and 

new engines in order to determine the health benefits of such technologies.

Potential Air Quality Benefits:

The AQMP for the South Coast Basin relies on significant penetration of low-emission vehicles 

to attain federal clean air standards. Reduction of particulate emissions from the combustion of 

diesel and other fuels is a major priority in achieving these standards. This project would help to 

better understand the nature and amount of ultrafine particulates generated by different types of 

fuels and advanced control technologies as well as provide information on potential health effects 

of ultrafine particles. Such an understanding is important to assess the emission reduction 

potentials and health benefits of these technologies. In turn, this will have a direct effect on the 

policy and regulatory actions for commercial implementation of alternative fuel vehicles in the 

Basin.
2013 Plan Update

95 March 2013

Proposed Project: Conduct Monitoring to Assess Environmental Impacts

Expected SCAQMD Cost: $250,000

Expected Total Cost: $1,000,000

Description of Technology and Application:

Facilities, buildings, structures, or highways which attract mobile sources of pollution are 

considered ―indirect‖ sources. Ambient and saturation air monitoring near sources such as ports, 

airports, rail yards, distribution centers and freeways is important to identify the emissions 

exposure to the surrounding communities and provide the data to then conduct the health impacts 

due to these sources. This project category would identify other areas of interest to conduct 

ambient air monitoring, conduct the emissions monitoring, analyze the data and assess the health 

impacts from mobile sources. The projects would need to be at least one year in duration in order 

to properly assess the air quality impacts in the area. 

Potential Air Quality Benefits:

The proposed project will assist in the evaluation of adverse public health impacts associated with 

mobile sources. The information will be useful in (a) determining whether indirect sources have 

a relatively higher impact on residents living in close proximity; and (b) providing guidance to 

develop some area-specific control strategies in the future should it be necessary.
2013 Plan Update

March 2013 96

Proposed Project: Assess Sources and Health Impacts of Particulate Matter

Expected SCAQMD Cost: $250,000

Expected Total Cost: $300,000

Description of Technology and Application:

Previous studies of ambient levels of toxic air contaminants, such as the MATES series of 

studies, have found that diesel exhaust is the major contributor to health risk from air toxics. 

Analyses of diesel particulate matter in ambient samples have been based on measurements of 

elemental carbon. While the bulk of particulate elemental carbon in the South Coast Air Basin is 

thought to be from combustion of diesel fuels, it is not a unique tracer for diesel exhaust.

The MATES III study collected particulate samples at ten locations in the South Coast Air Basin. 

Analysis of particulate bound organic compounds was utilized as tracers to estimate levels of 

ambient diesel particulate matter as well as estimate levels of particulate matter from other major 

sources. Other major sources that were taken into consideration include automobile exhaust, 

meat charbroiling, road dust, wood smoke and fuel oil combustion. Analyzing for organic 

compounds and metals in conjunction with elemental carbon upon collected particulate samples 

was used to determine contributing sources. 

The measurement of organic compounds as tracers from specific sources is a technique that has 

been used in numerous source apportionment studies and published within the scientific 

literature. The resulting data on levels of tracers can be evaluated using Chemical Mass Balance 

Models and other source apportionment techniques, such as Positive Matrix Factorization, to 

estimate source contributions to particulate matter. The resulting estimates of ambient diesel 

particulate matter can then be used to assess potential health risks.

In mid-2012 the SCAQMD initiated MATES IV which includes an air monitoring program, an 

updated emissions inventory of toxic air contaminants and a regional modeling effort to 

characterize risk across the Basin. This follow-on study will continue to focus on the carcinogenic 

risk from exposure to air toxics, but will not estimate mortality or other health effects from 

particulate exposures, as in previous studies. Instead, MATES IV will measure ultrafine particle 

concentrations and assess human exposure to ultrafines and back carbon near sources such as 

airports, freeways, rail yards, busy intersections and warehouse operations. Additionally, other 

related studies may be conducted, such as toxicity assessment based on age, source (heavy-duty, 

light-duty engines) and composition (semi-volatile or non-volatile fractions) to better understand 

the health effects and potential community exposures.

Potential Air Quality Benefits:

Results of this work will provide a more robust, scientifically sound estimate of ambient levels of 

diesel particulate matter as well as levels of particulate matter from other significant combustion 

sources. This will allow a better estimation of potential exposures to and health effects from 

toxic air contaminants from diesel exhaust in the South Coast Air Basin. This information in turn 

can be used to determine the health benefits of promoting clean fuel technologies.
2013 Plan Update

97 March 2013

Stationary Clean Fuel Technologies

Proposed Project: Develop and Demonstrate Reliable, Low Emission Monitoring Systems

and Test Methods

Expected SCAQMD Cost: $250,000

Expected Total Cost: $500,000

Description of Technology and Application: 

Currently, the inability of air/fuel ratio control (AFRC) systems to keep rich-burn engines in 

compliance contributes significantly to air pollution in the basin. Reliable, low-cost emission 

monitoring systems are needed for small-to-intermediate size combustion devices, including 

stationary engines, boilers, heaters, furnaces and ovens that are not large enough to justify a 

continuous emission monitoring system (CEMS). This class of combustion device is often 

permitted on the basis of a single demonstration or periodic demonstrations of NOx and CO 

emissions meeting SCAQMD rule requirements or a RECLAIM concentration limit. However, 

SCAQMD-unannounced tests on engines and boilers have found that in many cases NOx and/or 

CO levels have increased significantly above levels that have been initially or periodically 

demonstrated due to equipment malfunction and/or inadequate operator attention. It is suspected 

that the same may be true of heaters, furnaces and ovens. 

Demonstrations of newer technologies in recent years could result in a commercially viable 

alternative to CEMs that is both reliable and feasible in terms of lower costs. For example, 

manufacturers of flue gas analyzers have, in recent years, developed low-cost multi-gas analyzers 

suitable for portable or stack-mounted use. Some preliminary testing of a new type of AFRC, 

which uses a different type of O2 sensor known as a wide-band O2 sensor, is another alternative 

that can be analyzed. Another technical approach might be to deploy technology utilizing the O2 

signature of a post-catalyst O2 sensor and additional control concepts being developed by 

manufacturers. Since an underlying problem has been that engine, catalyst and AFRC 

manufacturers have developed systems independently, a system being co-developed to perform 

continuous diagnostics to assist operators in keeping rich-burn engines in compliance is possibly 

another alternative for demonstration.

Potential Air Quality Benefits: 

Stationary engines, boilers, heaters, furnaces and ovens account for approximately 11 percent of 

total NOx emissions and about 6 percent of total CO emissions. There has been a long-standing 

compliance problem with rich-burn IC engines in the basin and evidence indicates that many of 

these devices are operating with NOx and/or CO emissions above levels required in their permits. 

Projects could potentially reduce a significant class of NOx and CO emissions that are in excess 

of the assumptions in the AQMP and further enhance SCAQMD’s ability to enforce full-time 

compliance. 
2013 Plan Update

March 2013 98

Proposed Project: Develop and Demonstrate Clean Stationary Technologies

Expected SCAQMD Cost: $250,000

Expected Total Cost: $750,000

Description of Technology and Application:

Stationary sources, including VOC sources such as large printing facilities and furniture 

manufacturers, have become cleaner and cleaner due to the regulatory requirements for low 

emissions and the advancements in technology to meet those requirements. Best Available 

Control Technology (BACT) regulations, however, are only required for new, modified, or 

relocated sources. This project category is to develop and demonstrate new technologies that can 

provide emissions reductions in new installations or as retrofit modifications. Possible 

technology examples include:

• low NOx technologies (burners and ICEs);

• low-Btu gas technologies (e.g., digester, landfill, or diary gases);

• alternative fuels and hydrogen blends;

• alternative diesel fuels (emulsified, gas-to-liquids, biodiesel with aftertreatment);

• low-emission refinery flares;

• catalytic combustion;

• cost-effective fuel cell and fuel cell hybrid distributed generation; 

• fumes-to-fuel technology to replace thermal oxidizers and capture VOC emissions for 

electricity generation while ensuring no emission of air toxics; and

• boiler optimization design and strategies to improve efficiencies.

Depending on the technology, a proof-of-concept project, demonstration, or pre-commercial 

deployment would be considered to garner further information on the technology. Issues to 

investigate include viability (reliability, maintainability and durability) of the technology, costeffectiveness and operator ease-of-use in order to assess commercialization. 

Potential Air Quality Benefits:

The SCAQMD has a substantial number of older, small, stationary source technologies within its 

jurisdiction. Since these devices are not subject to continuous emissions monitoring system 

requirements, evidence suggests that these devices may not be operating at their permitted NOx, 

CO, hydrocarbon and PM emissions levels. Replacing these devices with cleaner and more 

reliable technologies or technology/fuel combinations can have dramatic reductions in all of these 

criteria pollutants. VOC emission reductions may also be achieved at larger stationary VOC 

sources to achieve the new federal ozone and PM2.5 standards.
2013 Plan Update

99 March 2013

Proposed Project: Develop and Demonstrate Renewables-Based Energy Generation 

Alternatives

Expected SCAQMD Cost: $200,000

Expected Total Cost: $1,000,000

Description of Technology and Application: 

The objective of this proposed program is to support the development and demonstration of clean 

energy, renewable alternatives in stationary and mobile applications. The technologies to be 

considered include thermal, photovoltaic and other solar energy technologies; wind energy 

systems; energy storage and conservation; biomass conversion; and other renewable energy and 

recycling technologies. Innovative solar technologies, such as solar thermal air conditioning and 

photovoltaic-integrated roof shingles, are of particular interest. Also, in the agricultural sections 

of the Basin, wind technologies could potentially be applied to drive large electric motor-driven 

pumps to replace highly polluting diesel-fired pumps. Besides renewable technologies, 

electrolyzer technology could be used to generate hydrogen, a clean fuel. Hydrogen, when used in 

regular engines, can substantially reduce tail-pipe emissions, while in fuel cells the emissions are 

reduced to zero.

The project is expected to result in pilot-scale production demonstrations, scale-up process design 

and cost analysis, overall environmental impact analysis and projections for ultimate clean fuel 

costs and availability. This program is expected to result in several projects addressing 

technological advancements in these technologies that may improve performance and efficiency, 

potentially reduce capital and operating costs, enhance the quality of natural gas generated from 

renewable sources for injection into natural gas pipelines, improve reliability and user 

friendliness and identify markets that could expedite the implementation of successful 

technologies. 

Potential Air Quality Benefits:

The 2007 and 2012 AQMPs identify the development and ultimately the implementation of nonpolluting power generation. To gain the maximum air quality benefit, polluting fossil fuel-fired 

electric power generation needs to be replaced with clean renewable energy resources or other 

advanced zero emission technologies, such as hydrogen fuel cells, particularly in a distributed 

generation context.

The proposed program is expected to accelerate the implementation of advanced zero-emission 

energy sources. Expected benefits include directly reducing the emissions by the displacement of 

fossil generation; proof-of-concept and potential viability for such zero-emission power 

generation systems; increased exposure and user acceptance of the new technology; reduced 

fossil fuel usage; and the potential for increased use, once successfully demonstrated, with 

resulting emission benefits, through expedited implementation. These technologies would also 

have a substantial influence in reducing global warming emissions.
2013 Plan Update

March 2013 100

Outreach and Technology Transfer

Proposed Project: Assessment and Technical Support of Advanced Technologies and 

Information Dissemination

Expected SCAQMD Cost: $500,000

Expected Total Cost: $800,000

Description of Project: 

This program supports the assessment of clean fuels and advanced technologies, their progress 

towards commercialization and the dissemination of information on demonstrated technologies. 

The objective of this program is to expedite the transfer of technology developed as a result of 

Technology Advancement projects to the public domain, industry, regulatory agencies and the 

scientific community. This program is a fundamental element in the SCAQMD’s outreach efforts 

to expedite the implementation of low-emission and clean fuels technologies and to coordinate 

these activities with other organizations.

This program may include the following:

 technical review and assessment of technologies, projects and proposals;

 support for alternative fuel refueling and infrastructure;

 advanced technology curriculum development, mentoring and outreach to local schools;

 emissions studies and assessments of zero-emission alternatives;

 advanced technology vehicle demonstrations;

 preparation of reports, presentations at conferences, improved public relations and public 

communications of successful demonstrations of clean technologies;

 participation in and coordination of workshops and various meetings;

 support for training programs related to fleet operation, maintenance and refueling of 

alternative fuel vehicles;

 publication of technical papers, reports and bulletins; and

 production and dissemination of information, including web sites.

These objectives will be achieved by consulting with industry, scientific, health, medical and

regulatory experts and co-sponsoring related conferences and organizations, resulting in multiple 

contracts. In addition, an ongoing outreach campaign will be conducted to encourage decisionmakers to voluntarily switch to alternatively fueled vehicles and train operators to purchase, 

operate and maintain these vehicles and associated infrastructure. 

Potential Air Quality Benefits:

SCAQMD adopted fleet regulations requiring public and private fleets within the Basin to acquire 

alternatively fueled vehicles when making new purchases. Expected benefits of highlighting 

success stories in the use of advanced alternatively fueled vehicles could potentially expedite the 

acceptance and commercialization of advanced technologies by operators seeking to comply with 

the provisions of the recently adopted SCAQMD fleet rules. The resulting future emissions 

benefits will contribute to the goals of the AQMP. 
2013 Plan Update

101 March 2013

Proposed Project: Support for Implementation of Various Clean Fuels Vehicle Incentive 

Programs

Expected SCAQMD Cost: $400,000

Expected Total Cost: $400,000

Description of Project: 

This program supports the implementation of zero-emission vehicle incentives program, the Carl 

Moyer incentives program and the school bus incentives program. Implementation support 

includes application approval, grant allocation, documentation to the CARB, verification of 

vehicle registration and other support as needed. Information dissemination is critical to 

successful implementation of a coordinated and comprehensive package of incentives. Outreach 

will be directed to vehicle dealers, individuals and fleets.

Potential Air Quality Benefits:

As described earlier, the SCAQMD will provide matching funds to implement several key 

incentives programs to reduce diesel emissions in the Basin. Furthermore, the SCAQMD 

recently adopted fleet regulations requiring public and private fleets within the Basin to acquire 

alternatively fueled vehicles when making new purchases. Expected benefits of highlighting 

zero-emission vehicle incentives could potentially expedite the acceptance and commercialization 

of advanced technologies by operators seeking to comply with the provisions of the recently 

adopted SCAQMD fleet rules. The resulting future emissions benefits will contribute to the goals 

of the AQMP. The school bus program and the Carl Moyer incentives program will also reduce 

large amounts of NOx and PM emissions in the basin in addition to reducing toxic air 

contaminants.

2012 Annual Report & 2013 Plan Update 

March 2013 

Appendix A 

SCAQMD Advisory Groups 

2012 Annual Report & 2013 Plan Update 

 A-1 March 2013 

Technology Advancement Advisory Group 

Dr. Chung Liu, Chair .............................. SCAQMD 

Luis Cabrales .......................................... Coalition for Clean Air 

Tom Cackette* ........................................ California Air Resources Board 

Patrick Davis. .......................................... U.S. Department of Energy 

Dr. John Froines ...................................... Professor Emeritus 

University of California, Los Angeles 

Gretchen Hardison .................................. Los Angeles Department of Water and Power; 

Chair of Technical Advisory Committee of the Mobile 

Source Air Pollution Reduction Review Committee 

Dr. Mike Hertel ....................................... Southern California Edison 

Philip J. Hodgetts .................................... Clean Air Now 

Randall Lewis ......................................... Lewis Group of Companies 

Tim Olson ............................................... California Energy Commission 

James Uihlein .......................................... Chevron Corporation 

Cherif Youssef ........................................ Southern California Gas Company 

*Recently retired 
2012 Annual Report & 2013 Plan Update 

March 2013 A-2 

SB 98 Clean Fuels Advisory Group 

Dr. Chung Liu, Chair .............................. SCAQMD 

Robert Bienenfeld ................................... American Honda Motor Company Inc 

Dr. Blair Folsom ..................................... Independent Consultant in Combustion Technology 

Dr. Mridul Gautam ................................. West Virginia University 

Dr. Fritz Kalhammer ............................... Independent Consultant in Energy and Process 

Technology 

Dr. Melanie Marty .................................. California Environmental Protection Agency 

Office of Environmental Health Hazard Assessment 

Dr. Wayne Miller .................................... University of California, Riverside 

Center for Environmental Research and Technology 

Dr. Vernon Roan ..................................... Professor Emeritus 

University of Florida 

Dr. Scott Samuelsen ................................ University of California, Irvine 

Combustion Laboratory/National Fuel Cell 

Research Center 

Dr. Robert Sawyer .................................. Sawyer Associates 

Dr. George Sverdrup* ............................. National Renewable Energy Laboratory 

Dr. Nicholas Vanderborgh ...................... Independent Consultant in Fuel Cell Technologies 

Michael Walsh ........................................ Independent Consultant in Motor Vehicle Pollution 

Control 

* Currently with GMS Consulting, LLC
2012 Annual Report & 2013 Plan Update

March 2013

Appendix B

Open Clean Fuels Contracts

as of January 1, 2013

2012 Annual Report & 2013 Plan Update

B-1 March 2013

Contract Contractor Project Title

Start 

Term

End 

Term AQMD $

Project 

Total $

Infrastructure and Deployment

05250 Downs Commercial 

Fueling, Inc.

Purchase & Install New L/CNG 

Fueling System at Commercial 

Fueling Station in Temecula

11/04/05 04/30/14 $203,137 $833,333

06028 Consolidated Disposal 

Service, LLC

Purchase & Install CNG Fueling 

System at Long Beach Waste 

Transfer Station

11/23/05 07/31/14 222,038 740,127

06042 University of California 

Los Angeles

Upgrade Existing CNG Public 

Access Station with Dispenser & 

Card Reader

09/05/06 12/31/13 15,921 31,842

06084 Clean Energy Upgrade Existing LNG Facility to 

L/CNG at Riverside County Waste 

Management Dept’s Aqua Mansa 

Facility in Riverside

04/13/06 02/28/16 120,000 400,000

06091 City of Whittier Purchase & Install New Public 

Access CNG Fueling Station at City 

Yard

03/18/06 12/31/13 150,000 450,000

07051 City of Pasadena Purchase & Install New Public 

Access CNG Fueling Station

12/28/06 03/01/14 165,000 550,000

07149 City of San Bernardino Purchase & Install New Public 

Access LNG-L/CNG Station at City 

of San Bernardino Municipal Service 

Yard

06/25/07 12/31/13 164,861 1,399,110

07153 Foothill Transit Purchase & Install New Public 

Access CNG Refueling Station in 

Irwindale

11/02/09 06/30/16 250,000 3,350,000

07243 City of Commerce Purchase & Install New Public 

Access L/CNG Station

05/16/07 12/31/15 250,000 1,300,000

07244 SunLine Transit Agency Upgrade Existing Public Access 

CNG Stations in Thousand Palms & 

Indio

04/04/07 04/30/14 90,000 180,000

07245 USA Waste of 

California, Inc., dba L.A. 

Metro

Purchase & Install New LNG 

Production Facility using Landfill 

Gas from Altamont Landfill in 

Livermore

07/11/08 06/30/17 300,000 13,000,000

07246 USA Waste of 

California, Inc., dba L.A. 

Metro

Purchase & Install New LNG 

Storage Tank at Long Beach LNG 

Refueling Station

12/24/08 06/30/17 200,000 440,000

07320 Orange County 

Transportation Authority

Install New CNG Station in the City 

of Santa Ana

12/21/07 03/31/13 350,000 5,841,729

08043 University of California 

Los Angeles

Public Access CNG Refueling 

Station Upgrade for UCLA 

Transportation

05/02/08 12/31/13 140,000 350,000

08044 Beaumont Unified 

School District

Install Limited Access CNG 

Refueling Station

03/05/09 12/31/13 288,000 615,994

08098 Redlands Unified School 

District

Purchase & Install New CNG 

Refueling Station

01/25/08 12/31/13 525,000 700,000

08101 Pupil Transportation 

Cooperative

Upgrade Existing Public Access 

CNG Station

01/04/08 12/31/13 187,154 300,000

08271 Los Angeles Unified 

School District

Purchase & Install New CNG 

Refueling Station

06/03/08 12/31/13 617,480 1,747,000

09165 California Cartage 

Company

Deployment of 2010 Emissions 

Standards Compliant LNG Trucks

10/31/08 07/31/16 358,000 11,880,000

09218 Rim of the World Unified 

School District

Install Mountain Safety Equipment 

on Five New CNG School Buses

01/05/10 12/31/16 65,850 65,850
2012 Annual Report & 2013 Plan Update

March 2013 B-2

Contract Contractor Project Title

Start 

Term

End 

Term AQMD $

Project 

Total $

Infrastructure and Deployment (cont’d)

09364 Rim of the World Unified 

School District

Construct & Install a CNG Fueling 

Station

12/30/10 12/31/14 257,000 425,000

10034 California Cartage 

Company Install LNG Fueling Station at the 

Ports

01/26/10 11/01/14 532,500 1,065,000

10054 Applied LNG 

Technologies Inc.

Upgrade & Perform Emergency 

Repairs of L/CNG Refueling Facility

10/30/09 12/31/14 113,359 226,719

10055 Waste Management 

Collection & Recycling

New Public Access CNG Refueling 

Station in Santa Ana

12/11/09 12/31/14 250,000 1,622,558

10067 Rim of the World Unified 

School District Install Mountain Safety Equipment 

on Seven New CNG School Buses

12/21/09 12/31/16 92,190 92,190

11548 Mansfield Gas 

Equipment Systems, 

Inc.

Buydown Incentive Program for 

CNG Home Refueling Appliance 

“Phill”

09/07/12 06/30/14 60,000 356,000

11559 Ace Parking 

Management

Purchase Six Natural Gas-Powered 

Cutaway-Type Shuttle Vans

05/06/11 07/31/13 96,200 600,950

11561 Supershuttle 

International

Purchase and Convert 20 GasolinePowered Passenger Vans to CNGPowered Passenger Shuttle Vans06/01/11 10/31/14 464,900 1,098,900

12135 Placentia-Yorba Linda 

Unified School District

Upgrade CNG Fueling Station 11/18/11 11/30/17 60,000 60,000

12259 A-1 Alternative Fuel 

Systems

Demonstrate Natural Gas-Powered 

Police Vehicle

04/20/12 10/19/14 65,000 65,000

12267 West Covina Unified 

School District

Upgrade CNG Fueling Facility 10/12/12 12/31/17 60,000 60,000

12273 Border Valley Trading 

Ltd.

Construct LNG Fueling Station 02/10/12 07/30/13 251,865 504,030

12386 Agility Fuel Systems Demonstrate Natural Gas-Powered 

Police Vehicle

06/01/12 06/30/13 54,000 54,000

12851 Clean Energy Construct Two LNG Fueling 

Stations

10/05/12 12/31/18 400,000 3,018,118

12852 City of Covina Construct Public Access CNG 

Fueling Stations

10/12/12 12/31/18 200,000 618,429

12854 Waste Management, 

Inc.

Upgrade LNG Fueling Station at 

Baldwin Park Facility

08/17/12 12/31/18 300,000 1,588,100

13059 Rim of the World Unified 

School District

Construct CNG Fast-Fill Station 10/05/12 01/31/18 200,000 400,000

Fuels/Emission Studies

07236 National Renewable 

Energy Lab

Investigate the Role of Lubricating 

Oil on PM Emissions from Vehicles

03/23/07 12/30/15 200,000 446,887

08320 University of Denver Remote Sensing Measurements of 

On-Road Emissions from HeavyDuty Diesel Vehicles

02/06/09 01/31/13 161,041 161,041

10066 National Renewable 

Energy Laboratory

CRADA – Loan of 70 MPa 

Hydrogen Quality Sampling 

Apparatus to AQMD

11/02/09 12/30/15 0 0

10722 University of California 

Riverside/CE-CERT

Re-Establish Testing Facility & 

Quantify PM Emission Reductions 

from Charbroiling Operations

08/06/10 04/30/13 60,000 60,000

11611 West Virginia University 

Research Corporation

In-Use Emissions Testing and 

Demonstrate Retrofit Technology of 

On-Road Heavy-Duty Engines

07/08/11 01/31/13 974,110 1,134,015
2012 Annual Report & 2013 Plan Update

B-3 March 2013

Contract Contractor Project Title

Start 

Term

End 

Term AQMD $

Project 

Total $

Fuels/Emission Studies (cont’d)

11612 University of California 

Riverside

In-Use Emissions Testing and 

Demonstrate Retrofit Technology of 

On-Road Heavy-Duty Engines

07/08/11 08/25/13 766,380 785,172

Emission Control Technologies

08246 Griffith Company Showcase: Demonstrate NOx & PM 

Emissions Control Technology on 

Diesel-Powered Construction 

Equipment

5/14/08 12/31/13 191,450 297,450

08321 Environmental 

Systems Products

Remote Sensing Measurements of 

On-Road Emissions from HeavyDuty Diesel Vehicles

08/12/08 01/31/13 38,000 38,000

10069 Johnson Matthey, Inc. Develop & Demonstrate SCRT for 

NOx and PM Emissions Control

06/18/10 10/13/13 300,000 2,818,449

10696 Johnson Matthey, Inc. Optimize & Demonstrate SCRT for 

NOx and PM Emissions Control

07/09/10 12/31/14 300,000 2,818,449

10697 Johnson Matthey, Inc. Optimize & Demonstrate SCCRT for 

NOx and PM Emissions Control

07/09/10 12/31/14 300,000 2,818,449

12113 Southern Counties 

Terminals dba Griley 

Air Freight

Retrofit Three Heavy-Duty Diesel 

Trucks with Diesel Particulate 

Filters

10/13/11 03/31/14 15,000 45,000

12114 South Bound Express, 

Inc.

Retrofit Three Heavy-Duty Diesel 

Trucks with Diesel Particulate 

Filters

10/13/11 03/31/14 15,000 54,623

12118 National Ready Mixed 

Concrete

Retrofit 13 Heavy-Duty Diesel 

Trucks with Diesel Particulate 

Filters

10/13/11 03/31/14 65,000 239,806

12120 Standard Concrete 

Products

Retrofit 40 Heavy-Duty Diesel 

Trucks with Diesel Particulate 

Filters

10/13/11 03/31/14 200,000 596,665

12121 Challenge Diary 

Products, Inc.

Retrofit Three Heavy-Duty Diesel 

Trucks with Diesel Particulate 

Filters

11/18/11 03/31/14 15,000 46,845

12122 Bear Trucking, Inc. Retrofit One Heavy-Duty Diesel 

Truck with Diesel Particulate Filter

10/14/11 03/31/14 5,000 13,555

12123 RRM Properties Retrofit 107 Heavy-Duty Diesel 

Trucks with Diesel Particulate 

Filters

10/06/11 03/31/14 535,000 1,481,067

12124 Gaio Trucking, Inc. Retrofit Nine Heavy-Duty Diesel 

Trucks with Diesel Particulate 

Filters

09/28/11 03/31/14 40,000 147, 261

12125 Spragues Ready Mix Retrofit Four Heavy-Duty Diesel 

Trucks with Diesel Particulate 

Filters

10/14/11 03/31/14 20,000 62,953

12150 Puritech US, LLC Demonstrate NOx and PM Emission 

Control Technologies on DieselPowered Construction Equipment

02/14/12 04/30/13 72,000 172,000

12175 RRM Properties Retrofit Seven Heavy-Duty Diesel 

Trucks with Diesel Particulate 

Filters

12/08/11 03/31/14 35,000 84,812

12186 Pipeline Carriers Inc. Retrofit 25 Heavy-Duty Diesel 

Trucks with Diesel Particulate 

Filters

12/16/11 03/31/14 50,000 182,300
2012 Annual Report & 2013 Plan Update

March 2013 B-4

Contract Contractor Project Title

Start 

Term

End 

Term AQMD $

Project 

Total $

Emission Control Technologies (cont’d)

12485 California State 

University Long Beach 

Foundation

CSULB CEERS Student Education 

Study for Development of a Humid 

Air System and Exhaust Scrubber 

for Diesel Engine Emissions 

Reductions

06/29/12 03/31/13 28,000 28,000

Electric/Hybrid Technologies

99109 Toyota Lease Two Toyota RAV4 Electric 

Vehicles for CY 2011

04/04/99 02/01/13 120,620 120,620

08063 Quantum Fuel 

Systems Technologies 

Worldwide, Inc.

Develop & Demonstrate 20 Plug-In 

Hybrid Electric Vehicles

01/22/08 12/15/14 2,165,613 2,885,266

08219 A123Systems Inc. Develop & Demonstrate Ten Plug-In 

Hybrid Electric Vehicles

06/05/09 06/04/15 622,667 962,667

09345 South Bay City Council 

of Governments

Demonstrate Medium-Speed 

Electric Vehicles

06/19/09 04/30/13 298,640 298,640

10738 Foothill Transit Demonstrate Quick-Charge 

Infrastructure for Electric Buses

10/29/10 06/28/13 290,000 6,790,000

11204 AC Propulsion Develop & Demonstrate Electric 

Drive Conversion for Fleet Vehicles

12/24/10 06/30/13 300,000 755,767

11606 Odyne Systems, LLC Develop and Demonstrate Plug-In 

Hybrid Electric Drive System for 

Medium- and Heavy-Duty Vehicles

07/08/11 07/07/13 494,000 2,599,000

11614 Transportation Power, 

Inc.

Demonstrate Battery Electric HeavyDuty Trucks07/08/11 11/07/13 496,505 2,616,275

11725 Puente Hills Nissan Lease of Three Nissan Leaf 

Vehicles for 39 Months

05/27/11 08/26/14 60,222 82,722

12020 Coulomb Technologies Install Electric Charging 

Infrastructure

10/05/12 04/04/14 70,000 70,000

12024 ECOtality North 

America

Install Electric Charging 

Infrastructure

11/04/11 05/03/13 70,000 70,000

12028 Electric Vehicle 

International, Inc.

Demonstrate and Replace UPS 

Diesel Delivery Trucks with ZeroEmission Medium-Duty Trucks

09/09/11 09/08/17 1,400,000 4,872,000

12825 BMW of Monrovia Lease Two BMW ActiveE Electric 

Vehicles for Two Years

03/23/12 03/22/14 31,065 31,065

12862 Volvo Technology of 

America, Inc.

Develop Class 8 Plug-In Hybrid 

Heavy-Duty Vehicle

12/07/12 12/31/14 1,200,000 2,400,000

12889 BMW of Monrovia Lease Two BMW ActiveE Electric 

Vehicles for Two Years

03/23/12 03/22/14 31,065 31,065

13042 South Bay City Council 

of Governments

Demonstrate Medium-Speed 

Electric Vehicles

11/02/12 05/01/15 320,000 528,078

13251 Selman Chevrolet 

Company

Lease Two 2012 or Newer 

Chevrolet Volt Extended-Range 

Electric Vehicles for Three Years

11/28/12 11/27/15 31,375 31,375

Mobile Fuel Cell Technologies

10501 American Honda Motor 

Company, Inc.

Lease a Clarity Fuel Cell Vehicle for 

Three Years

01/21/10 0120/13 24,001 24,001

10650 SunLine Transit Agency Demonstrate Advanced Fuel Cell 

Bus (American Fuel Cell Bus)

06/04/10 06/03/13 400,000 10,214,843
2012 Annual Report & 2013 Plan Update

B-5 March 2013

Contract Contractor Project Title

Start 

Term

End 

Term AQMD $

Project 

Total $

Mobile Fuel Cell Technologies (cont’d)

10714 University of California 

Irvine

Develop Fuel Cell Gas Turbine 

Hybrid System for On-Board 

Locomotive Applications

12/02/11 12/01/13 78,000 156,000

Hydrogen Technologies and Infrastructure

04185 Quantum Fuel 

Systems Technologies 

Worldwide

Develop & Demonstrate Hydrogen 

Internal Combustion Engine 

Vehicles

10/18/04 04/30/14 2,353,000 3,328,631

07292 University of California 

Irvine

Develop Hydrogen Storage 

Capability for Gas Blending 

Facility

08/31/12 06/30/13 200,000 688,000

10046 Air Products and 

Chemicals Inc.

Develop & Demonstrate 

Renewable Hydrogen Energy and 

Refueling Station

12/21/09 05/31/13 750,000 8,436,735

10061 Hydrogenics 

Corporation

Maintenance & Data Management 

for the AQMD Hydrogen Refueling 

Station

10/30/09 12/30/13 368,000 368,000

11150 Hydrogen Frontier, Inc. Maintenance & Operation of City 

of Burbank Hydrogen Fueling 

Station

11/24/10 01/24/15 200,000 1,060,000

10482 California State 

University Los Angeles

Install and Demonstrate PEM 

Electrolyzer, Providing Hydrogen 

Fueling for Vehicles and Utilizing 

the Technology in the Engineering 

Technology Curriculum at the 

University

03/04/11 10/03/17 250,000 1,662,000

11555 University of California 

Los Angeles

Construct Hydrogen Fueling 

Infrastructure

12/07/12 12/31/19 400,000 2,589,990

12075 Linde, LLC Expand Hydrogen Fueling 

Infrastructure

11/02/12 11/02/18 250,000 2,732,177

13146 California State 

University Los Angeles

Lease of One Toyota Prius 

Hydrogen-Fueled Vehicle

11/08/12 03/31/14 0 0

Health Impacts Studies

09307 California Air 

Resources Board

In-Vehicle Air Pollution Exposure 

Measurement & Modeling

09/01/08 06/28/13 250,000 500,000

11527 University of Southern 

California

Conduct Study on Sources, 

Composition, Variability and 

Toxicological Characteristics of 

Ultrafine Particles in Southern 

California

07/24/11 07/24/14 470,969 470,969

12197 University of California 

Riverside/CE-CERT

Health Effects of PM Particles 

from Heavy-Duty Biodiesel-Fueled 

Vehicles

01/13/12 09/12/13 207,500 207,500

12208 University of California 

Riverside/CE-CERT

Determine the Physical and 

Chemical Composition and 

Associated Health Effects of 

Tailpipe PM Emissions

01/21/12 07/19/13 175,000 1,375,000

12865 University of California 

Los Angeles

Develop Quantitative Cellular 

Assays for Use in Understanding 

the Chemical Basis of Air Pollutant 

Toxicity

06/08/12 07/07/14 368,457 368,457
2012 Annual Report & 2013 Plan Update

March 2013 B-6

Contract Contractor Project Title

Start 

Term

End 

Term AQMD $

Project 

Total $

Stationary Clean Fuels Technology

09303 Permacity Solar Install 40kW (AC) Crystalline 

Silicon System at AQMD HQs

01/30/09 01/29/15 387,162 387,162

09304 Solar Integrated 

Technologies Inc.

Install Turnkey Rooftop 40 kW 

Building Integrated Photovoltaic 

System

12/20/08 12/19/14 390,695 390,695

10723 Eastern Municipal 

Water District

Retrofit Digester Gas Engine with 

NOx Tech Aftertreatment 

Emission Control Technology

03/16/12 03/15/13 85,000 889,000

11208 Long Beach Unified 

School District

Air Filtration MOA 12/02/10 12/01/14 0 0

13030 University of California 

Irvine

Demonstrate 300 kW Molten Fuel 

Cell with Exhaust-Fired Absorption 

Chiller

10/12/12 04/11/15 257,500 257,500

Outreach and Technology Transfer

00069 Walsh Consulting Technical Assistance Relating to 

the Use of Alternative Fuels in 

Mobile Sources

02/17/00 02/28/14 35,000 35,000

02308 Sperry Capital, Inc. Evaluate Financial Stability of 

Potential Contractors

06/25/02 12/31/13 50,000 50,000

04049 Engine, Fuel & 

Emissions Engineering 

Inc.

Technical Assistance for 

Alternative Fuels Engine 

Technology

11/21/03 04/30/13 120,000 120,000

05126 St. Croix Research Development, Outreach & 

Commercialization of LNG, CNG 

and Hydrogen Fuels

03/15/05 03/31/13 25,000 25,000

05128 Mid-Atlantic Research 

Institute LLC

Development, Outreach & 

Commercialization of Advanced 

Heavy-Duty and Off-Road 

Technologies

08/08/05 03/31/13 40,000 40,000

07060 Don Breazeale and 

Associates, Inc.

Technical Assistance Related to 

Air Quality Impacts of Regional 

Goods Movement

11/15/06 11/30/13 58,000 58,000

07062 The Tioga Group, Inc. Technical Assistance Related to 

Air Quality Impacts of Regional 

Goods

12/19/06 11/30/14 58,000 58,000

07129 Breakthrough 

Technologies Institute, 

Inc.

Technical Assistance with Fuel 

Cell Technology

12/01/06 03/31/14 40,000 40,000

07314 Engine, Fuel and 

Emissions Engineering, 

Inc.

Technical Assistance with 

Advanced Heavy-Duty and OffRoad Technologies

06/25/07 12/31/13 60,000 60,000

08210 Sawyer Associates Technical Assistance on Mobile 

Source Control Measures and 

Future Consultation on TAO 

Activities

02/22/08 02/28/14 25,000 25,000

09252 JWM Consulting 

Services

Technical Assistance with Review 

& Assessment of Advanced 

Technologies, Heavy-Duty 

Engines, and Conventional & 

Alternative Fuels

12/20/08 06/30/14 30,000 30,000

09255 Stan Lisiewicz Technical Assistance with 

Caltrans

01/29/09 12/31/13 10,000 10,000
2012 Annual Report & 2013 Plan Update

B-7 March 2013

Contract Contractor Project Title

Start 

Term

End 

Term AQMD $

Project 

Total $

Outreach and Technology Transfer (cont’d)

09337 Mark Weekly, CPA Follow-Up Assessment of AQMD’s 

Compliance with Special Revenue 

Funds

03/03/09 01/31/15 35,000 35,000

10056 Advanced 

Transportation 

Technology & Energy, 

San Diego Community 

College District

Enhanced Training Technology 

Program

05/27/10 12/31/13 500,000 500,000

10700 TIAX LLC Technical Assistance for 

Advanced, Low- and ZeroEmissions Mobile & Stationary 

Source Technologies

07/23/10 05/31/13 190,000 190,000

10662 Gladstein, Neandross 

& Associates

Technical Assistance for 

Implementation of Proposition 1B 

Goods Movement and Truck 

Replacement Program

05/12/10 12/31/13 275,000 275,000

10700 TIAX LLC Technical Assistance for 

Advanced, Low- and ZeroEmissions Mobile and Stationary 

Source Technologies

07/23/10 05/31/13 70,000 70,000

11028 Martin Kay Technical Assistance on 

Stationary Source Control 

Measures & Future Consultation 

on TAO Activities

08/04/10 12/31/13 40,000 40,000

11144 San Diego Community 

College District on 

behalf of Advanced 

Transportation 

Technology and 

Energy

Natural Gas-Powered Vehicle 

Training and Safety and Fuel 

Cylinder Inspection Program

12/10/10 05/31/13 130,000 130,000

11182 Tech Compass Technical Assistance with 

Alternative Fuels, Fuel Cells, 

Emissions Analysis & 

Aftertreatment Technologies

11/19/10 12/31/13 75,000 75,000

11484 Gladstein, Neandross 

& Associates, LLC

Develop and Implement Two 

Customer Centers to Provide 

Education and Outreach to Truck 

Owners and Operators

01/27/11 11/30/13 150,000 150,000

12064 Joseph C. Calhoun, 

P.E., Inc.

Technical Assistance with Lowand Zero-Emission Vehicles, 

Technology and Emissions 

Analysis

06/01/12 12/31/14 20,000 20,000

12309 TIAX LLC Technical Assistance with Low 

and Zero Emission Vehicles, Fuel 

Cells and Fueling Infrastructure

04/06/12 04/05/14 75,000 75,000

12313 CSA America Inc. CNG Fuel System Inspection 

Certification Courses

07/13/12 05/31/13 14,100 28,200

12380 The Tioga Group Technical Assistance Related to 

Emissions, Advanced 

Technologies and Goods 

Movement

04/13/12 04/30/14 25,000 25,000

12381 Integra Environmental 

Consulting Inc.

Technical Assistance Related to 

Emission Inventories, Goods 

Movement and Off-Road Sources

04/06/12 04/30/14 25,000 25,000
2012 Annual Report & 2013 Plan Update

March 2013 B-8

Contract Contractor Project Title

Start 

Term

End 

Term AQMD $

Project 

Total $

Outreach and Technology Transfer (cont’d)

12453 Tech Compass Technical Assistance with 

Alternative Fuels, Fuel Cells, 

Emissions Analysis and 

Aftertreatment Technologies

06/21/12 05/30/14 75,000 75,000

13052 The Better World 

Group

Assist with Completing & 

Publicizing SCAQMD’s Clean Air 

Tips Celebrity Video

11/16/12 11/30/12 11,000 11,000

13081 Burnett & Burnette Technical Assistance for 

Advanced, Low- and ZeroEmissions Mobile and Stationary 

Source Technologies

11/01/12 04/30/14 40,000 40,000

13194 Clean Fuel Connection 

Inc.

Technical Assistance with 

Alternative Fuels, Renewable 

Energy and Electric Vehicles

12/07/12 12/06/14 30,000 30,000

13198 Gladstein, Neandross 

& Associates, LLC

Technical Assistance with 

Alternative Fuels, Emissions 

Analysis and On-Road Sources

12/14/12 12/13/14 75,000 75,000
2012 Annual Report & 2013 Plan Update

March 2013

Appendix C

Final Reports for 2012

2012 Annual Report & 2013 Plan Update

C-1 March 2013

SCAQMD Contract #06031 December 2012

Upgrade CNG Station at Bellflower Facility

Contractor

R.F Dickson Co., Inc. dba California Clean Fuels 

Contact: Steve Dickson

Co-Participants

Mobile Source Air Pollution Reduction Review 

Committee (MSRC)

California Energy Commission

Project Officer

Larry Watkins

Background

California Clean Fuels (CCF), based in 

Bellflower CA, supports the goal of clean air and 

a healthier environment through the use of 

alternative fuel vehicles. Their upgraded station 

greatly improves fueling support to the growing 

fleet of regionally operated light-, medium- and 

heavy-duty compressed natural gas (CNG) 

vehicles, as school districts, transit fleets and 

waste collection operators continue to implement 

fleet conversion to CNG to meet local 

(SCAQMD) and California Air Resources Board 

(CARB) fleet rules and regulations. The station 

expansion specifically supports R.F. Dickson’s 

growing fleet of CNG heavy-duty municipal 

street sweepers as well as Bellflower Unified 

School District’s (Bellflower USD) CNG school 

buses and maintenance fleet vehicles. 

Project Objective

The objective of this project was implementation 

of a CNG station upgrade that: 1) helps the 

station to better meet projected throughput 

requirements as a function of peak demand over 

time, 2) meets long-term operational 

requirements, 3) was designed using state-of-theart, proven fuel storage, dispensing and 

compression technologies, 4) is easy to access 

and operate by a variety of NGV configurations, 

and 5) is compatible with all applicable industry 

and public codes and standards (both health and 

safety) to ensure safe installation and operation.

Technology Description

Under this grant agreement, California Clean 

Fuels upgraded its regional CNG fueling station, 

which is strategically located at 15330 South 

Woodruff Avenue, Bellflower, CA, 90706. This 

station is near the 91, 5, 605, 710 and 105 

freeways, providing excellent public access for 

the CNG vehicle population operating 

throughout Southern California. 

Equipment specifications that met key project 

criteria were used to solicit an experienced CNG 

station contractor to implement the station 

upgrade. The station upgrade prime contractor 

selected was AMTEK Construction. CCF will 

continue to operate and maintain the station. The 

upgraded station meets all applicable 

codes/standards for CNG fueling. Steve Dickson 

was responsible for overall project management 

and achieved timely completion of the project, 

once the CEC grant agreement was executed and 

the compressor equipment and storage vessels 

were procured and delivered. 

Status

The expanded station opened on May 15, 2007. 

CCF experienced a handful of startup “bugs” 

including computer software problems and line 

feed leaks. All hardware issues have now been 

addressed but software issues continue to need 

attention. More information on the startup of the 

station can be found in the Final Report. Fleet 

customers of the expanded station include the 

City of Bellflower, the City of Lakewood, R.F. 

Dickson Co., Inc. (street sweepers), Bellflower 

USD, Super Shuttle and Express Shuttle, among 

many others. The station is equipped with a 

universal card billing system that allows the use 

of standard Visa/Mastercard-type credit cards.

Upgraded Station in Operation
2012 Annual Report & 2013 Plan Update

March 2013 C-2

Results

The completed station upgrade provides a 

significant improvement in the ability to service 

increasing numbers of large fleet vehicles in a 

timely and convenient manner, consistent with 

preferred fleet operations. The upgrade included 

the following key elements:

• An additional compressor that increased 

compression capacity from the previous 

capacity of 260 scfm to 920 scfm. This 

additional fuel compressor facilitates 

movement of more, and larger, vehicles 

through the station in a timely manner.

• Three additional ASME compressed gas 

storage vessels, increasing storage from 

72,000 to 108,000 scf. This increased 

storage allows for a significant increase in 

the number of vehicles that can now be 

fueled at peak times.

• An added fuel dispenser, integrated in a 

manner to ensure that larger vehicles may be 

easily accommodated at this new dispenser. 

This dispenser is equipped with both a 

standard NGV1 nozzle and a high-flow 

transit nozzle (Sherex 5000) in order to 

better serve the growing transit fleet 

customer base. The dispenser also includes 

a credit card system for user-friendly public 

access.

Since the upgrade, a total of 62,275 GGE were 

dispensed from the upgraded station; this 

compares to an average of 53,348 over a similar 

2-month period prior to the upgrade. Once all of 

the upgraded station’s operational bugs are fully 

addressed, CCF anticipates that throughput will 

grow to an annual average of 400,000 GGE 

within the next three years. 

Benefits

The use of low-emission CNG fueled vehicles 

and refueling stations is an effective strategy to 

reduce mobile source emissions and reduce 

consumption of imported oil imports. The initial 

throughput load at the station is projected to be 

400,000 GGE per year. Each equivalent gallon 

of CNG dispensed equates to varying degrees of 

NOx and diesel PM emissions reductions, 

depending on the age and usage of the CNG 

vehicles and the diesel vehicles they replaced.

Project Costs

The SCAQMD contributed co-funding in the 

amount of $211,148 towards this project. 

California Clean Fuels and its partners 

contributed $501,247 towards the CNG station 

expansion for a total cost of $712,395 to date. 

Projected costs were originally $703,828. Cost 

increases were a result of the extended amount of 

time required to execute a contract with project 

partner CEC; in the added time to initiate the 

project, costs of raw materials increased 

dramatically. Please refer to Table One: Project 

Costs, in the Final Report for a detailed 

breakdown of planned versus actual costs.

Commercialization and Applications

The use of low-emission alternative fuel vehicles 

and refueling stations is an effective strategy to 

reduce mobile source emissions. The purchase of 

alternative fuel vehicles and 

construction/expansion of CNG stations are 

replicable by local agencies and private fleets 

throughout the SCAQMD’s operational 

jurisdiction and beyond. 
2012 Annual Report & 2013 Plan Update

C-3 March 2013

SCAQMD Contract #06238 December 2012

Purchase & Install New CNG Fueling System at 

City of San Fernando Public Works Dept. Yard

Contractor

Gas Equipment Systems Inc

Cosponsors

SCAQMD

MSRC

Southern California Gas Company

Southern California Edison

City of San Fernando

Project Officer

Larry Watkins

Background

The City of San Fernando, CA located in the San 

Fernando Valley, was an early adopter of clean 

fuel vehicles, specifically CNG.

The City further made commitments to SCAG 

through an MOU in October of 2003 to 

implement a long-term plan for cleaner air 

through the expansion of the City's vehicle fleet 

with CNG fueled vehicles and the addition of a 

CNG City commuter Trolley and CNG fueling 

infrastructure necessary to fuel the expansion of 

that fleet.

Gas Equipment Systems, Inc. (GESI) has been a 

long-term partner with the City of San Fernando 

in the development of their CNG fueling 

infrastructure, beginning with two vehicles and a 

small FuelMaker CNG fueling appliance 

installed by GESI. 

Objective

To prepare for growing the City’s existing 7 light 

duty CNG vehicles to 35, to include Trolleys and 

Paratransit buses, over the next five years, reduce 

toxic vehicle emissions and improve San 

Fernando Valley air quality. The City CNG 

fueling infrastructure development was launched 

and expanded in three phases over a period of 

years, beginning in their January 5, 2004 Council 

approval of Resolution No. 6948 for

development of their CNG fueling station Phase 

III plan, and culminating in the recent 

construction and opening of the Public Access 

CNG fueling station at 120 McNeil Street in 

downtown San Fernando.

In order to implement this CNG infrastructure 

development plan, GESI made application to the 

SCAQMD for partial Grant funding with GESI 

acting as the Station developer and operator and 

maintenance facilitator. The City of San 

Fernando agreed to participate as the “CNG 

anchor tenant” for a period of five years and to 

commit to assist GESI in attracting CNG fuel 

clients to achieve maximum CNG throughput 

during GESI’s five-year AQMD contract 

obligation.

Status

After the CNG infrastructure Grant was 

officially awarded to GESI by the SCAQMD, the 

City decided to sell the City owned Corporation 

Yard originally identified as the station location;

GESI therefore requested and was granted an 

extension for completion of this infrastructure 

project.

Ultimately the City selected a site directly across 

the street from the City of San Fernando City 

Hall. This site was in fact better situated for the 

CNG infrastructure, being located near 

downtown, the library, State, County and City 

agency buildings, other transit venues and 

parking lots, and easily accessible from major 

freeways I-5, Hwy118, I-210, Hwy 170, I-405,

and arterial streets.

Further time extensions were needed while the 

City negotiated with the electric utility for 

adequate electrical supply at the new location.

GESI completed construction and the CNG 

station went operational in December 2007,

followed by a Grand Opening Event on March 

28, 2008. The public access CNG station is now 

open 24 hours daily, 7 days each week.
2012 Annual Report & 2013 Plan Update

March 2013 C-4

Public Access CNG Fueling Station

Results

It is anticipated that this project will achieve and 

or exceed the program objectives as outlined in 

the original Grant funding request. Unreconciled throughput as of May 2008 was 1600 

gge.

CNG Fueling Station Components

Benefits

Principal benefits include: reduction in fuel 

costs for the City of San Fernando's existing and 

future CNG vehicle fleet; introduction and 

projected expansion of CNG vehicles in the 

area's commercial vehicle fleets, and reduced

emissions in the greater San Fernando Valley 

area as a result of more CNG vehicles being 

purchased and driven.

Project Cost

GESI’s total project cost was $410,038 for 

supply and installation.
2012 Annual Report & 2013 Plan Update 

 C-5 March 2013 

SCAQMD Contract #07152 December 2012 

Purchase & Install New Limited Public Access 

CNG Fueling Station 

Contractor 

Newport Mesa Unified School District 

Cosponsors 

SCAQMD 

Newport-Mesa Unified School District 

MSRC/AB 2766 Discretionary Fund 

Project Officer 

Larry Watkins 

Background 

With the help of grant funding from the 

Department of Energy and SCAQMD, the 

Newport Mesa Unified School District (NMUSD) 

has been able to obtain 29 CNG fueled school 

buses. NMUSD plans to obtain at least 19 more as 

funding allows, as part of its bus replacement 

program. Emissions from NMUSD’s older diesel 

bus fleet prior to embarking on this program had 

significant impact on the environment. 

Project Objective 

NMUSD proposed to construct, own and operate 

a new limited public access CNG fueling station 

on district-owned land located at 2985 Bear 

Street, Costa Mesa, California, 92626. The total 

initial estimated budget for the station was 

$375,000. 

The station was intended to include up to 32 slowfill posts and options for a fast-fill dispenser at a 

later date. Due to significant increases in cost, the 

project was reduced in scale to include only 13 

slow-fill posts and 26 dispensers. Additional 

hoses, including fast-fill capability, will not be 

available until further resources are secured. 

However, the existing installed design can 

accommodate later expansion to include fast-fill 

and additional alternative fuels if appropriate. 

Technology Description 

The fueling station as installed uses dual Angi 75 

scfm (50 Hp) compressors which generate 4500 

psi at the outlet with a 15 psi inlet pressure. It also 

uses a Xebec STV24 gas dryer. The dual 

compressor design allows for maintenance and 

anticipated growth. The system feeds 13 dual 

hose time-fill posts. 

Status 

The project was completed and the CNG fueling 

infrastructure became operational on August 24, 

2009. All necessary permits and documents are in 

place. On October 29, 2009, a grand opening 

event was held. Representatives of the media, 

district administration, contractors, and dozens of 

other interested parties attended. 

There were no significant unanticipated problems 

with this project besides the inability to secure 

less costly equipment and services. 

Results 

The new fueling station has resulted in significant 

cost savings in staff time previously expended to 

fuel CNG-powered school buses, mileage 

associated with off-site fueling, and the cost of 

fuel. This information is summarized in the 

following table. 

Expense Item Prior to 

Station Install 

After Station 

Install 

Annual Driver Labor Expense 

– Fueling Offsite 

$66,000 0 

Annual Travel Expense – 

Fueling Off-site (fuel cost) 

$2,711 0 

Annual estimated Cost of fuel 

(diesel vs. on-site CNG) 

$97,453 $44,730 

Annual fuel related Electrical 

Cost (diesel vs. on-site CNG) 

0 $18,900 
2012 Annual Report & 2013 Plan Update 

March 2013 C-6 

Some tradeoffs involved in switching to CNG 

technology include: 

- Additional parts storage and training 

required for the new technology. 

- Availability of service expertise and parts in 

the future as the engine manufacturer 

(Deere) is no longer producing CNG bus 

engines. 

- Limited travel range of the buses due to 

CNG storage limitations on the bus. 

However, there is an approximate 20% 

increase in the range of buses that are now 

slow-filled using the new station over fastfilled CNG buses. 

- Several maintenance issues specific to the 

CNG technology on buses (including the 

need to replace CNG on-bus storage tanks 

when they reach their labeled useful life 

span.) 

While the CNG technology provides well 

documented benefits in terms of emissions 

reduction, especially over older diesel technology, 

there are operational expenses inherent in the new 

technology. 

Benefits 

The benefits of CNG buses and the on-site fueling 

station are significant in terms of air pollution and 

community exposure to toxic diesel particulate. 

Additionally, on-site CNG fueling provides 

significant cost savings over on-site diesel fueling. 

The average price difference for the two fuels is 

$1.54 per gallon equivalent. However, the true 

cost difference is somewhat less since diesel buses 

get more miles / gallon than CNG fueled buses. 

Project performance statistics show CNG buses 

use approximately 45% more fuel (5.5 mi./gallon 

vs. 8.0 mi./gallon.) Additionally, the CNG 

compressors cost approximately $.30/gallon in 

electrical fees. Therefore, the true fuel cost 

difference to operate on-site CNG vs. diesel is 

$.92/gallon equivalent which is still very 

significant given the volumes involved. 

Implementation of on-site fueling infrastructure 

also helps reduce 21,000 miles of bus travel that 

had been necessary to access off-site CNG 

fueling. Although this benefit is only marginal in 

terms of emissions reduction, it does offset a 

significant labor cost that switching to CNG had 

placed on NMUSD. Existing diesel storage on-site 

did not require travel for access. The new CNG 

station mitigated the labor and travel expenses. 

Project Costs 

Actual project costs totaled $538,997 and were 

funded as follows: 

Infrastructure

Funding Sources Grant # Funding

Lower‐Emission

School Bus Program G07089 $170,708

Lower‐Emission

School Bus Program G05083 $39,947

Clean Fuels Program

‐ Infrastructure C07152 $150,000

MSRC/AB 2766

Discretionary Fund MS06048 $50,000

NMUSD Cost‐Share $128,342

Final Actual Costs     $538,997

Commercialization and Applications 

It is anticipated that, when funding is available, 

the NMUSD will install additional time filled 

posts as well as fast fill capability. Once this is 

achieved it is anticipated other local users will 

avail themselves of the fueling site. 
2012 Annual Report & 2013 Plan Update

March 2013 C-7

SCAQMD Contract #10640 June 2012

Convert 45 Taxicabs to Natural Gas Power for 

Deployment as Airport Ground Transportation

Contractor

Yellow Cab Co. of Greater Orange County

Cosponsors

U.S. Department of Energy 

Yellow Cab Co. of Greater Orange County

SCAQMD

Project Officer

Philip Barroca

Background

This project was co-funded from the American 

Recovery and Reinvestment Act (ARRA) through 

a U.S. DOE Clean Cities ward for Petroleum 

Reduction Technologies Projects for the 

Transportation Sector. The project provided buydown incentive funds for the conversion and 

deployment of 45 natural gas-powered taxi cabs 

used in commercial airport ground transportation 

services in the South Coast Air Basin. 

Project Objective

The program was to expand the use of alternative 

fuel passenger class vehicles and displace the use 

of conventionally fueled, high-mileage taxi cabs 

which serve the major commercial airports in the 

SCAQMD jurisdictional area. 

Technology Description

The technology used in this project is a 2009 

CARB-certified gasoline to natural gas conversion 

system manufactured by BAF Technologies,

certified to SULEV (Super Ultra Low Emission 

Vehicle) exhaust emission standards. The CNG 

conversion system is matched for installation on a 

2009 model year Ford Crown Victoria, powered 

with an OEM-equipped 4.6L gasoline engine. The 

gasoline version of this vehicle is CARB certified 

to ULEV (Ultra Low Emission Vehicle) exhaust 

emission standards. 

Status

Forty-five 2009 Ford Crown Victoria vehicles 

have been successfully converted to operate on 

dedicated natural gas (CNG) and have been 

continuously operating in the South Coast Air 

Basin since the third quarter of 2010.

Converted CNG-Fueled Taxicab

This project was intended to provide up to two 

years of mileage and fuel usage data, and 

exceeded this goal by producing 2.5 years of data. 

Additional information on vehicle performance 

and operator satisfaction is included in the Final 

Report. 

Results

As part of the buy-down incentive program, 

Yellow Cab Co. of Greater Orange County has 

provided quarterly data for each vehicle including 

fuel usage and mileage data. This data comprises 

2.5 years or 10 calendar quarter periods for 45 

CNG powered taxi cabs starting with the third 

quarter of 2010 through the fourth quarter of 2012. 

The following data has been compiled for this 2.5 

year period and for the forty-five (45) 2009 CNG 

Ford Crown Victoria vehicles: Total CNG fuel 

usage: 408,400 GGE (Gasoline Gallon 

Equivalents), and total vehicle miles accrued: 6.9 

million miles. Per-vehicle average annual fuel 

consumed: 3,600 GGE; per vehicle average annual 

miles driven: 61,000 miles. Average vehicle fuel 
2012 Annual Report & 2013 Plan Update

C-8 March 2013

economy is estimated at 16.6 miles per gallon gas 

equivalent (GGE).

Preliminary information on annual taxicab mileage 

indicated a single vehicle can accrue as much as 

80,000 miles per year. The following graph 

depicts the distribution of annual miles traveled 

for the fleet of 45 vehicles, based on the 2.5 years 

of data provided by Yellow Cab Co. of Greater 

Orange County. The distribution bars on the 

graph are based on 10,000 mile increments. Seven 

vehicles in this population had annual mileage 

accrual greater than 70,000 miles but less than 

90,000 miles, with the majority of vehicles 

accruing between 60,000 and 70,000 miles per 

year.

Based on the U.S. EPA Greenhouse Gas (GHG) 

Equivalencies Calculator, this project has resulted 

in reducing 1,083 metric tons of CO2 equivalent 

emissions. This total emission reduction is based 

on 2.5 years of operation of 45 CNG powered 

taxis and the equivalent displacement of 408,400 

gallons of gasoline, and GGE to Therms CNG 

conversion factor of 1.248 Therms/GGE. 

Benefits

The primary objective of the proposed project was

to increase the use of alternative-fueled vehicles 

through the deployment of natural gas fueled 

vehicles in a high-mileage application such as 

taxicabs. The vehicles in this project served the 

six major commercial airports in the SCAQMD

jurisdictional area as well as other taxi services. 

Emissions from conventionally fueled versions of 

these vehicles contribute to the air quality problem 

in the region; contribute to greenhouse gas 

emissions; and reflect dependency on imported 

petroleum fuel. CNG versions of these vehicles 

help reduce local air quality impacts, reduce GHG

emissions, and use domestically produced natural 

gas.

Taxicab fleets serving commercial airports within 

the SCAQMD jurisdictional area represent one of 

the highest-accumulated-mileage fleets operating 

in the region. This project demonstrated that these 

vehicles average more than 60,000 miles per year

per vehicle. Considering the high annual mileage 

and relatively low fuel economy (16 mpg), these 

vehicles contribute significantly to the ozone air 

quality problem in the South Coast Air Basin.

A buy-down incentive program for natural gas 

taxicabs serving commercial airports in the South 

Coast Air Basin and Coachella Valley will ensure 

that the pollution contribution from these fleets 

will be kept to a minimum while concurrently 

displacing petroleum use. As previously 

mentioned in this paper, the CNG version of this

vehicle is CARB classified as SULEV as 

compared to its gasoline/E85 counter-part which is 

CARB classified as ULEV. In addition, the 

amount of calculated GHG reductions realized 

over the current life of this project is greater than 

1,000 metric tons equivalent of CO2. 

Project Costs 

The total cost for the purchase and conversion of 

the 45 CNG vehicles in this project was 

$2,129,000. Funding was provided as follows: 

Yellow Cab Co. of Greater Orange County 

$1,455,000 (68%); U.S. DOE $337,000 (16%); 

and SCAQMD $337,000 (16%). 

Commercialization and Applications

CNG conversion systems are commercially 

available for a few vehicles and require CARB 

certification for specific engines and vehicles. 

Ford discontinued the production of its Crown 

Victoria model vehicle following the 2011 model 

year; however the technology of converting 

vehicle fueling from gasoline to CNG is well 

established. Also, CNG-powered vehicles are 

gaining acceptance with airport ground 

transportation fleet operators and the taxi service 

sector in the SCAQMD jurisdictional area. 

Factors helping to drive this transition to CNG 

include the lower cost of domestically available 

natural gas, accessibility to the HOV lane, lower 

vehicle operating and maintenance cost, and 

incentive funding for CNG conversion systems. 
2012 Annual Report & 2013 Plan Update

C-9 March 2013

SCAQMD Contract #09290 September 2012

Evaluate Emissions Impacts from Natural Gas 

Blends on Vehicle Emissions

Contractor

University of California Riverside, Bourns 

College of Engineering–Center for 

Environmental Research and Technology

(CE-CERT)

Cosponsors

SCAQMD

Project Officer

Brian Choe

Background

CARB is currently in the process of developing an 

amended set of standards for NG that can be used as 

a fuel in transportation applications, which will take 

into account variances in fuel composition. Previous 

studies of interchangeability, or the impacts of 

changing NG composition, have been conducted on 

small stationary source engines, such as 

compressors, heavy-duty engines, and light-duty 

NGVs. Some of the previous studies have shown 

that NG composition can have an impact on 

emissions, including studies that have shown 

increases in oxides of nitrogen (NOx) emissions with 

increasing Wobbe number (WN), the applicable 

measure of heating value.

Project Objective

The objective of the present study is to evaluate the 

impact of NG composition on the performance and 

emissions of light-duty and heavy-duty vehicles. For 

this study, two NG LDVs were tested over the 

Federal Test Procedure (FTP) and the Unified Cycle 

(UC) on a range of 4 different test gases. Three NG 

buses were also tested over the Central Business 

District (CBD) cycle and an NG waste hauler was 

tested over the Refuse Truck Cycle on a range of 6 

to 7 different test gases. 

For the testing of the light-duty vehicles, the test 

gases included a baseline gas representative of those 

typically found in the historical marketplace, an 

average CARB certification gas, a gas with high 

Wobbe number (1437), and a modified version of 

this gas blended down to a 1385 Wobbe number. 

The test gases for the heavy-duty testing included 

gases representative of Texas Pipeline Gas and 

Rocky Mountain Pipeline Gas; a gas representing 

Peruvian LNG modified to 1385 WN; a Middle East 

LNG-Untreated (WN above 1400); and two gases 

with high WNs and low methane numbers (MNs), 

one with a high ethane content and the other with a 

high propane content.

Comparisons between test gases were made for 

regulated exhaust emissions, fuel economy, PM 

mass, PM number and size distributions, ammonia, 

carbonyl compounds, and power maps, depending 

on the phase of the program. Testing was conducted 

on CE-CERT’s heavy-duty chassis dynamometer.

Technology Description

The two light-duty test vehicles were a SULEVcertified 2006 Honda Civic GX and a ULEVcertified 2002 Ford Crown Victoria. The three 

transit buses included a bus with a 2009 8.9L 

stoichiometric spark ignited Cummins ISL-G engine 

and a three-way catalyst (TWC), a bus with a 2004 

8.1L 6081H John Deere lean-burn engine with an 

oxidation catalyst (OC), and a bus with a 2002 CGas Plus lean-burn engine with an OC. The waste 

hauler was equipped with a 2002 Cummins 8.3L CGas Plus lean-burn engine with an OC. 

Status

This project was completed in January of 2013.

Several publications relating to this work have been 

submitted and accepted in peer reviewed journals.

Results

Light-Duty Vehicles

For modern light-duty NGVs, fuel properties had a 

clear and direct impact on fuel economy and some 

emissions components, such as CO2 and NMHC, but 

not for other emission components, such as THC, 

NOx, and CO. The gases with higher energy content

provided better fuel economy on a volumetric basis 

and some higher power levels. Changes in CO2
2012 Annual Report & 2013 Plan Update

March 2013 C-10

depended on the fuel/cycle/vehicle, but, generally, 

blends with heavier hydrocarbons and lower H/C 

ratios, had higher CO2 emissions. NMHC emissions 

were very low, in general, but did increase for the 

two fuels with the highest levels of heavier 

hydrocarbons for both vehicles. THC emissions 

showed higher emissions for the fuel with the higher 

levels of methane for the Crown Victoria, but no 

trends for the Honda. CO emissions were higher for 

the two fuels with the highest Wobbe numbers for 

the Honda under some test conditions, including the 

cold-start phases of the driving cycles, but did not 

show significant fuel differences for the Crown 

Victoria. NOx emissions showed only limited fuel 

effects for the two vehicles. 

2002 Cummins 8.3L C-Gas Plus Waste Hauler 

Waste hauler truck emissions were evaluated over a 

refuse truck cycle that included transport, 

compaction, and curbside segments. Overall, the 

waste hauler showed the strongest fuel effects for 

most of the pollutants compared to the buses. 

Almost all the pollutants showed some fuel effects 

for at least one of the cycle segments. The richer 

gases with more heavier hydrocarbons showed 

higher NOx emissions for all three phases of the 

cycle. Gases with more heavier hydrocarbons 

showed lower THC, CH4, formaldehyde and 

acetaldehyde emissions. For the compaction and 

curbside phases, higher NMHC emissions were seen 

for the gases with more heavier hydrocarbons, but 

for the transport phase the opposite trend was 

observed. Cumulative PM emissions and CO 

emissions for the compaction cycle showed a trend 

of lower emissions for the gases with more heavier 

hydrocarbons. Fuel economy on a volumetric basis 

showed increases for the richer gases with higher 

energy contents for all the phases of the cycle.

2004 John Deere 8.1L 6081H transit bus

The post-repair John Deere bus tests showed a 

number of fuel effects. Fuels with higher methane 

contents showed higher THC, CH4, and 

formaldehyde emissions, but lower NMHC 

emissions. Richer gases with more heavier 

hydrocarbons showed higher NOx emissions, 

although these increases were not statistically 

significant for all fuel combinations. Richer gases 

with higher energy contents showed higher fuel 

economy on a volumetric basis. 

Some fuel effects were also seen for the initial 

testing of the John Deere bus, at which time a 

mechanical issue was identified. Trends for THC, 

CH4, formaldehyde, and NOx were consistent with 

the post-repair results. Higher methane content gases 

resulted in higher THC, CH4, and formaldehyde 

emissions, but lower NMHC and particle number 

emissions. NOx emissions showed increases for the 

highest WN gas compared to the baseline gas. 

Richer gases with higher energy contents showed 

higher fuel economy on a volumetric basis. 

2003 Cummins 8.3L C-Gas Plus engine transit bus

For the 2003 Cummins 8.3L C-Gas Plus bus, NOx 

and NMHC emissions and volumetric fuel economy 

were higher, and THC and CH4 emissions were 

lower for the richer gases containing more higher 

hydrocarbons. CO emissions showed some 

statistically significant increases with some of the 

richer gases with more higher hydrocarbons. 

2009 Cummins ISL-G 8.9 L transit bus 

The bus with a 2009 Cummins ISL-G stoichiometric 

engine with a TWC was the newest technology 

tested during this program. In general, for this bus, 

most of the pollutants did not show any specific fuel 

effects. THC, NMHC, CH4, and formaldehyde 

emissions for the Cummins ISL-G bus were lower 

than for the other buses, and NOx emissions were 

also considerably lower than those of the John Deere 

bus. The Cummins ISL-G bus did, however, show 

higher CO and NH3 emissions compared to the other 

buses. Some fuel effects were seen for fuel 

economy, THC, and CH4 emissions, but not for the 

other pollutants. Richer gases with higher energy 

contents showed higher fuel economy on both a 

volumetric and energy equivalent basis. THC and 

CH4 emissions were higher for the richer gases, 

which could be due to combustion differences for 

the stoichiometric vs. the lean-burn engines. 

Benefits

The information obtained from this program will be 

very valuable in providing a standardized set of fuel 

standards for use in natural gas vehicles to provide 

optimal performance and emissions outcomes.

Project Costs 

Total Funding for this project was $50,000 from the 

SCAQMD. 

Commercialization and Applications

This research will facilitate the development of 

regulations for the composition of CNG used for 

transportation applications, that will help ensure 

NGVs achieve the maximum possible emissions 

benefits.
2012 Annual Report & 2013 Plan Update

C-11 March 2013

SCAQMD Contract #10095 July 2012

Study Sustainable Transportation Energy 

Pathways

Contractor

University of California, Davis, Institute of 

Transportation Studies

Cosponsors

7 energy providers, 9 automakers, and 6 

government agencies including SCAQMD

Project Officer

Lisa Mirisola

Background

In 2007, UC Davis Institute of Transportation 

Studies instituted the Sustainable Transportation 

Energy Pathways (STEPS) program to conduct a 

four-year research and outreach program to 

develop the theory, tools and methods that allow 

for self-consistent and transparent comparisons of 

promising alternative energy and vehicle 

pathways. STEPS also applied these tools and 

methods in comparative assessments of four 

general transportation energy pathways in the 

areas of hydrogen, biofuels, electricity and fossil 

fuels. 

The focus of the STEPS program is on 

understanding transitions toward more sustainable 

transportation fuels and vehicles, understanding 

how one technology path can enable another, how 

multiple technologies can be synergistic or 

competitive, and how transitions might occur at 

lowest cost with maximum public benefits. Over 

75 research publications and reports produced by 

STEPS researchers are currently available to the 

public at www.steps.its.ucdavis.edu. 

The STEPS program follows previous ITS-Davis 

consortium-based research programs on Fuel Cell 

Vehicle Modeling (1998-2002) and Hydrogen 

Pathways (2003-2006).

Project Objective

The Sustainable Transportation Energy Pathways 

(STEPS) program has input from a team of multidisciplinary researchers and support from energy 

companies, automotive manufacturers and 

government agencies. STEPS analyses included a 

focus on Southern California as the early market 

for alternative fueled vehicles, specifically 

hydrogen fuel cells, plug-in hybrid and battery 

electric vehicles. Under this contract, SCAQMD 

co-sponsored STEPS program projects in 2009 

and 2010 in an amount not to exceed $120,000 

from the Clean Fuels Fund.

Four specific STEPS projects are described below 

that have direct relevance to AQMD.

Hydrogen Infrastructure Transition Analysis –

Station Build-out in LA Basin (Project#NS30)

California’s ZEV regulation focuses on Southern 

California as an ideal site for early introduction of 

hydrogen vehicles. Developing a successful early 

hydrogen refueling network in Southern 

California, primarily for passenger vehicles, 

requires a coordinated strategy. Key concerns 

include fuel accessibility, customer convenience, 

the quality of refueling experience, network 

reliability, cost and technology choice. This study 

project analyzed a variety of “clustered” scenarios 

for introducing hydrogen vehicles and refueling 

infrastructure. AQMD benefits from this study’s 

analysis of station characteristics, placement and 

fuel transportation and production.

Electric Vehicle Energy Loads on the Grid - LA 

Basin Regional Case Study (Project#S32)

In a future hydrogen and/or battery electric 

economy, the supply pathways for electricity and 

transportation fuels might converge. Interactions 

between electricity and hydrogen could be crucial 

issues, but have not been studied extensively. 

Further analysis is needed to understand the 

impact of this convergence in terms of emissions, 

prices, reliability, and resource availability on a 

regional basis. This project studied statewide and 

Los Angeles regional implications.
2012 Annual Report & 2013 Plan Update

March 2013 C-12

Plug-in Hybrid Electric Vehicle and Alternative 

Fueled Vehicle Consumer Survey Research 

(Project#P05)

Included are a variety of investigations into the 

forces driving markets for alternatively fueled 

vehicles, such as costs, innovation, and consumer 

behavior. The plug-in hybrid electric vehicle is an 

important case study since it provides consumers 

with a direct choice of two energy sources within 

their control. Insights were gained about 

consumer expectations in California especially 

related to PHEVs from this study that have 

important implications on the growth of these 

vehicles in Southern California and throughout the 

state.

Cross-Comparison of Vehicle-Fuel Pathways

(Project#s S10, S40, and NS61; STEPS Book 

chapters 4 and 6)

This project built on previous analysis conducted 

by UC Davis for individual fuel pathways and 

include vehicle technology evaluation and 

upstream fuel analysis. The change in criteria 

emissions that result for alternative fuel vehicle 

operation and fuel production/distribution were

characterized, along with other performance 

metrics. 

Status

The STEPS program, including the four projects 

listed above, was completed on December 31, 

2011.

In addition to intended deliverables, the 

culmination of research findings is presented in a 

book, Sustainable Transportation Energy 

Pathways: A Research Summary for Decision 

Makers. Four print copies of this book were 

provide in November, 2011. Additional, free 

electronic copies are available at: 

www.steps.ucdavis.edu/STEPS.Book.

Results

From 2007 to 2010, STEPS researchers produced 

over 130 major publications and journal articles as 

well as numerous research reports (please see the 

accompanying STEPS Achievements document). 

In addition, the program held twelve symposia, 

sponsor meetings, and policymaker outreach 

events in California and Washington D.C. The 

STEPS website (www.steps.ucdavis.edu) hosts 

electronic copies of selected publications and 

other program materials.

STEPS Book Summary: 

Perhaps the single most important insight from 

STEPS research is that a portfolio approach 

combining efficiency, alternative fuels and VMT 

reduction will give us the best chance of meeting 

stringent goals for a sustainable transportation 

future. Given the uncertainties, and the long 

timelines, it is critical to nurture a portfolio of key 

technologies toward commercialization and to 

start now. All our work in characterizing 

pathways and comparing them flows toward this 

conclusion. 

Benefits

The STEPS program and especially the four 

projects highlighted above have a direct relevance 

to AQMD’s priorities in evaluating changes to 

criteria emission levels and vehicle technology 

options. In addition, outreach and communication 

of results from the STEPS program will broaden 

the public knowledge base and help expedite 

introduction of zero and near-zero emitting 

vehicles in the South Coast Basin. 

Project Costs 

As budgeted, AQMD contributed $120,000 

toward the STEPS program in years 2009 and 

2010. The STEPS program was supported by 

other industry and government sponsorships and 

contracts, and the total support was over $2

million over this period.
2012 Annual Report & 2013 Plan Update

C-13 March 2013

SCAQMD Contract #08261 March 2012

Showcase: Demonstration of NOx and PM 

Emission Control Technology on Diesel-Powered 

Construction Equipment

Contractor

Community Recycling and Resource Recovery Inc

Cosponsors

SCAQMD

Nett Technologies

Project Officer

Richard Carlson

Background

Off-road equipment represents an important 

source of emissions in the South Coast Air Basin. 

According to the California Air Resources Board 

(CARB), there were approximately 68,600 diesel 

powered construction equipment in the Basin in 

2006 which together produced approximately 120 

tons per day of NOx and 7.5 tons per day of PM 

emissions. 

The Off-Road Diesel Showcase Project is a 

cooperative program between the AQMD, MSRC,

CARB, participating off-road equipment fleets and 

control technology providers to demonstrate the 

effectiveness and durability of emission control 

technologies for construction equipment. On 

March 7, 2007, the MSRC issued an RFQ to 

manufacturers of emission control systems and a 

Program Announcement for owners of off-road 

diesel construction equipment. The MSRC 

subsequently awarded contracts to install nonverified control devices on 198 off-road vehicles. 

Some quotations were received for NOx and PM 

control devices which AQMD agreed to fund

using Clean Fuel funds. 

On October 5, 2007, the AQMD Board awarded a 

contract to Community Recycling to participate in 

the “Showcase” demonstration of NOx and PM 

control technologies. The original award to 

Community Recycling was $363,250 for nine offroad vehicles. Unfortunately, only two off-road 

vehicles could be retrofitted with devices due to 

their mechanical condition, configuration, or the 

withdrawal of selected device manufacturers from 

the Showcase.

Project Objective

The objective of this project was to demonstrate 

after-treatment DPF-SCR emission control 

systems for off-road construction vehicles; the 

control system consisted of a diesel particulate 

filter (DPF) for control of PM emissions and 

selective catalytic reduction (SCR) system for 

control of NOx emissions. The demonstration 

included the following:

• Exhaust temperature measurements to confirm 

suitable exhaust temperatures. 

• No interference with operator visibility, 

access or safety.

• Equipment performance and functionality 

equivalent to non-retrofitted configuration. 

• Operation for a minimum of 1000 hours with 

CARB monitoring.

Technology Description

A Caterpillar 330B excavator was equipped with 

the Nett Technologies BlueMAX 100 PLUS SCR 

system with a passively regenerated DPF. A 

Kawasaki 95Z rubber-tired loader was also 

equipped with a Nett Technologies BlueMAX

Plus SCR system with a passively regenerated 

DPF. The components were the same in both 

systems and consisted of a urea tank, a urea dosing

pump and injection nozzle, an SCR catalyst, 

silicon carbide DPF coated with proprietary 

catalyst, sensors for NOx emissions, air flow, 

exhaust pressure, and exhaust temperature, a 

proprietary computer, and an auxiliary air pump. 
2012 Annual Report & 2013 Plan Update

March 2013 C-14

DPF and SCR Catalyst on Loader

DPF/SCR Components on Excavator

Status

The excavator was equipped with the BlueMAX

100 PLUS SCR with passive DPF in December 

2008. Over 6,000 hours were accumulated on the 

system although some components were replaced. 

At 3,000 hours, the DPF housing and mounting 

hardware showed fatigue cracking and was 

replaced. Standard plastic urea and fuel lines 

were replaced with steel lines after some lines 

failed during operation. 

The rubber-tired loader was equipped with the 

BlueMAX 100 PLUS SCR with passive DPF in 

October 2010. Over 2000 hours were

accumulated on the system. No significant 

operational problems have been encountered. 

Results

The major components of the system demonstrated 

durability for considerably more than 1000 hours. 

However, the demonstration also identified 

deficiencies in the design of some components that 

were not rugged enough for off-road service. 

These design improvements were incorporated in 

subsequent systems installed in other fleets. No 

emission measurements were performed on these 

systems because CARB was unable to provide a 

portable emission measurement system as 

originally planned. 

Benefits

This project has provided annual emission 

reductions from the two off-road vehicles of 

approximately 2 tons/year of NOx and 0.05 ton

per year of PM. In addition, valuable design and 

operating experience was obtained. There are 

significant potential emission reductions from 

future applications of these technologies to 

additional off-road equipment operating in the 

South Coast Air Basin. 

Project Costs 

Total Project AQMD Nett Technologies

$104,440 $77,550 $26,890 

Contract funds were paid by the contractor to the 

technology provider; no AQMD funds were 

retained by the contractor. Nett provided a 

$26,890 discount from commercial pricing. 

Additional non-monetary cost share was provided 

by the contractor by providing the equipment used 

during this demonstration contract and by Nett for 

maintenance and upgrade of the systems. 

Commercialization and Applications

California Air Resources Board verification is 

required for commercialization. The technology 

provider is currently pursing CARB verification

for off-road equipment and stationary engine 

applications. A stand along SCR system is 

verified by EPA for certain off-road engines.
2012 Annual Report & 2013 Plan Update

C-15 March 2013

SCAQMD Contract #08318 December 2012

Showcase: Demonstrate NOx & PM Emissions 

Control Technology on Diesel-Powered 

Construction Equipment

Contractor

ServoTech Engineering Inc

Cosponsors

SCAQMD

Sanitation Districts of LA County (SDLAC)

Project Officer

Richard Carlson

Background

Off-road equipment represents a significant source of 

emissions in the South Coast Air Basin. Diesel 

engines are used in most heavy-duty off-road 

construction and industrial equipment. Due to the 

toxicity of diesel exhaust emissions, CARB issued a 

number of regulations to reduce emissions from 

diesel engines. One of these regulations required 

older diesel construction equipment to be replaced, 

retired, or retrofitted on an accelerated schedule. 

Retrofit was viewed as a lower-cost option for 

certain equipment and fleets than the replacement 

option. The only devices available for retrofit were 

diesel particulate filters (DPF) which controlled 

particulates and carbon soot; however, AQMD 

needed reductions in NOx emissions for compliance 

with future air quality attainment deadlines. 

On April 4, 2008, the AQMD Board awarded a 

contract to ServoTech Engineering to develop and 

demonstrate a combined selective catalytic reduction 

(SCR) and DPF technology on up to three large offroad construction vehicles for an amount not to 

exceed $320,000. 

Project Objective

The objective was to develop diesel emission control 

systems (DECS) for heavy-duty diesel-powered 

construction equipment and to assess their reliability 

and emission reduction potential. The emission 

reduction goal was to meet Level III PM (85% 

reduction) and Mark 5 NOx (85% reduction) for offroad vehicles. The equipment was provided by the 

Sanitation Districts of Los Angeles County 

(SDLAC) and operated at the SDLAC landfill in 

Puente Hills, California. 

Technology Description

The ServoTech Engineering design for retrofit Diesel 

Emission Control Systems (DECS) included ureabased SCR integrated with a DPF. The DPF 

technology uses active regeneration by periodic 

injection of diesel fuel in front of the DPF module. 

A catalyst in front of the DPF substrate oxidizes the 

diesel fuel, raising the exhaust temperature entering 

the DPF to burn off the accumulated carbon soot. 

Injection is initiated using pressure differential 

across the DPF. The SCR system injects urea in front 

of the SCR catalyst in proportion to the engine-out 

NOx emissions measured by the controller using data 

from NOx, temperature and pressure sensors. 

Status

Two ServoTech retrofit DECS were designed, one 

for an excavator and another for a bulldozer. The 

project included inspection of the subject vehicles, 

measurement, baseline testing, design, fabrication, 

installation, and in-field demonstration of the retrofit 

emissions control designs. In-field testing during 

2009 with fresh catalysts showed the expected 

reduction of particulate matter and NOx. However, 

after installation on the first vehicle, an engine 

injector malfunction caused excess smoke and high 

temperatures to enter and destroy the DPF and SCR. 

The engine was repaired and the DECS components 

were replaced. Particulate and NOx reduction were

again demonstrated. 

ServoTech DECS Mounted in Place

Above Engine on Excavator Vehicle
2012 Annual Report & 2013 Plan Update

March 2013 C-16

Engine injector malfunctions reoccurred and the 

project was not carried out to 1100 hours for final 

evaluation of the retrofit DECS effectiveness. 

Additionally, in 2010, the Air Resources Board 

delayed implementation and relaxed the 

requirements for retrofitting off-road vehicles in 

California. Subsequent work to demonstrate the 

system on the other vehicles was suspended and a

final report was submitted to AQMD in October 

2012. 

Results

The ServoTech Engineering DECS with integrated 

urea-based SCR and DPF demonstrated CARB Level 

III particulate control and Mark 5 NOx control with 

new catalyst components. Fully automatic control

was achieved for transient vehicle operations for 

normal vehicle use in the landfill facility. The 

vehicle performance was not deteriorated due to

operation of the emission control system. However, 

during engine fuel injector failures, soot emissions 

increased dramatically. The increased soot loading 

exceeded the regeneration capacity of the system 

causing the DPF to plug on two occasions. 

The following graph shows NOx emissions during 

prototype tests of at least 85% efficiency during 

loaded operation.

The following graph shows opacity measurements 

during prototype tests showing >85% collection 

efficiency. 

Benefits

The data recorded during this project demonstrate 

emission control for off-road diesel vehicles, by 

applying an integrated urea-based SCR and actively 

regenerated DPF with real-time control of urea flow 

rate based on measured engine parameters. This 

system is expected to achieve 85% PM reduction and 

at least 55% NOx reduction during verification 

testing. 

Project Costs 

The original cost estimate was $990,420. AQMD 

provided $320,000. ServoTech Engineering

provided $540,000 for in-kind expense for 

engineering and development. An additional 

$130,420 for in-kind expense was provided by 

CSDLAC for operating and maintaining the 

equipment during the project. Since the project was 

not completed, the actual costs to AQMD were 

$140,000. 

Commercialization and Applications

An application for verification of the combined SCR 

and DPF technology used in this contract was 

submitted to CARB.

The ServoTech Engineering diesel emission 

controller, control technology, and software utilized 

for this project have been commercialized since 

2002, and are currently available for diesel-powered 

stationary generator sets and locomotives with large

diesel engines. Systems have been installed on 

several diesel generator sets and facility emission 

control systems outside California. 

-20

20

60

100

140

180

220

260

300

340

380

0300600900120015001800210024002700300033003600

NOx [ppm] and Temp [C]

Temp 3 NOx 1
2012 Annual Report & 2013 Plan Update

C-17 March 2013

SCAQMD Contract #09000 March 2012

Showcase: Demonstrate NOx & PM Emissions 

Control Technology on Diesel-Powered 

Construction Equipment

Contractor

Shimmick Construction Company

Cosponsors

SCAQMD

NETT Technologies Inc

Project Officer

Richard Carlson

Background

Off-road equipment represents a significant source 

of emissions in the South Coast Air Basin. Diesel 

engines are used in heavy-duty off-road 

construction and industrial equipment. Due to the 

toxicity of diesel exhaust emissions, CARB issued 

a number of regulations to reduce emissions from 

diesel engines. One of these regulations required 

older diesel construction equipment to be replaced, 

retired, or retrofitted on an accelerated schedule. 

Retrofit was viewed as a lower-cost option for 

certain equipment and fleets than the replacement 

option. The Showcase is a cooperative program 

between the SCAQMD, MSRC, CARB, 

participating off-road equipment fleets and control 

technology providers to demonstrate the 

effectiveness and durability of emission control 

technologies for off-road construction equipment. 

The only retrofit devices available for retrofit were 

diesel particulate filters (DPF) which controlled 

particulates and carbon soot. However, SCAQMD

needed reductions in NOx emissions for 

compliance with future air quality standards. A 

few technology providers offered combined 

selective catalytic reduction (SCR) and DPF 

technology capable of reducing both NOx and PM

emissions. 

On October 5, 2007, the SCAQMD Board awarded 

a contract to Shimmick Construction Company to

demonstrate a combined SCR and DPF system 

from NETT Technologies, Inc (NETT) on one

large off-road construction vehicle in an amount of 

$38,900. 

Project Objective

The objective of this project was to demonstrate 

after-treatment DPF-SCR emission control systems 

for off-road construction vehicles. The 

demonstration included the following:

• Inspection and measurement of exhaust 

temperatures to confirm the equipment was

suitable for the technology. 

• No interference of the installed system with 

operator visibility, access or safety.

• Equipment performance and functionality 

equivalent to non-retrofitted configuration. 

• Operation for a minimum of 1000 hours.

Technology Description

A 2004 Caterpillar 966G rubber tired loader with 

Tier 2 235hp engine was equipped with a NETT

BlueMAXTM 100 PLUS SCR system including a

passively regenerated DPF. The passive DPF was 

selected because the measured temperature 

distribution was 51% of operation >300C and 

NETT’s criteria for passively regenerated filters 

was at least 25% of operation >300C.

The system components consisted of a urea tank, a 

urea dosing pump and injection nozzle, a SCR 

catalyst, silicon carbide DPF coated with 

proprietary catalyst, sensors for NOx emissions, air 

flow, exhaust pressure, and exhaust temperature, a 

proprietary computer, an auxiliary air pump, and an 

operator warning module. 

DPF and SCR in Engine Compartment
2012 Annual Report & 2013 Plan Update

March 2013 C-18

Status

The loader was data logged to measure and record 

the temperature, pressure, and other parameters 

necessary to design and fabricate the SCR/DPF 

system.

The NETT DPF/SCR retrofit system was installed 

on the loader on December 1, 2009. Since that 

time, the loader has been operated on construction 

jobs in Southern California. The loader is used to 

load materials into a portable batch concrete plant. 

The system has operated generally without 

problems, accumulating 3,625 operating hours. 

The system remains installed and continues to be 

used. 

Of the 3,625 hours accumulated, about 1,700 hours 

were accumulated without urea injection due to 

urea line failures, an oil fire that damaged wiring 

and tubing of the system, air pump failure, and 

replacing exhaust tubing between the DPF and 

SCR catalyst to fix a urea leak. The urea delivery 

hose needed to be made more durable for the harsh 

off-road environment and there were some early 

incidents when plastic hoses failed causing the 

system to shut down. NETT replaced plastic hoses 

with stainless steel tubing and made other repairs 

as required to upgrade the system. The fire was 

unrelated to the NETT system and damaged tubing 

and wiring was not considered a system failure.

The loader performed satisfactorily when loading 

the batch concrete plant due to working hard with 

high exhaust system temperature. It did not work as 

well when the exhaust temperatures stayed low for 

several hours. However, performance recovered

almost immediately after the loader was again run 

under high load conditions

The DPF/SCR substrates and sensors were 

mounted entirely within the OEM engine 

compartment in place of the muffler. The control 

module, urea tank, computer, urea dosing pump 

and air pump were mounted on the side or rear of 

the operator’s cab. As a result, the system did not 

obstruct visibility or operator access to the 

machine. 

Results

The NETT system operated successfully for 

approximately 1925 hours. An additional 1,700 

hours was operated without urea injection but with 

the DPF and other system components installed. 

The system demonstrated satisfactory operation 

except as noted above for extended low exhaust 

temperature conditions which are probably due to 

soot buildup in the DPF. 

Benefits

The project was to include in-field emission 

measurements by CARB staff. However, the 

portable emission measuring equipment needed for 

these tests was not available. As a result, baseline

emission results were estimated from the engine 

certification data, the operational hours, and Carl 

Moyer Program calculations. Emission reductions 

were based on NETT’s published reduction 

percentages for their SCR and DPF systems (NOx 

= 65-90%; PM = 85%).

On this basis, the NOx emission reduction during 

the program was between 1,025 and 1,420 pounds 

and PM emission reduction was 63 pounds. On an 

annualized basis, the estimated reduction was 0.4-

0.5 ton per year NOx and 0.012 ton per year PM. 

Fuel consumption and CO2 emissions were not 

measured. 

Project Costs 

Total Project SCAQMD Nett Technologies

$50,290 $38,900 $11,390

Contract funds from SCAQMD were paid directly 

to NETT at the request of the contractor. NETT

provided a $11,390 discount from commercial 

pricing and additional in-kind for maintenance, 

warranty repairs, and upgrade of the system. 

Additional non-monetary cost share was provided 

by the contractor for use of the loader and 

operating personnel for inspection, installation, 

demonstration and maintenance. 

Commercialization and Applications

California Air Resources Board verification is 

required for commercialization. The technology 

provider is currently pursing CARB verification for 

off-road equipment and stationary engine 

applications. A stand-alone SCR system is 

verified by U.S. EPA for certain off-road engines. 
2012 Annual Report & 2013 Plan Update

C-19 March 2013

SCAQMD Contract #10112 February 2012

Showcase: Demonstrate NOx & PM Emissions 

Control Technology on Diesel-Powered 

Construction Equipment

Contractor

Sanitation Districts of Los Angeles County

Cosponsors

SCAQMD

Project Officer

Richard Carlson

Background

The County Sanitation Districts of Los Angeles 

County (Sanitation Districts) have been in the 

forefront of implementing advanced technology 

for improving air quality relating to their solid 

waste and wastewater operations. Starting in early 

2002, the Sanitation Districts pioneered a program 

with California Air Resources Board (CARB) and 

SCAQMD to demonstrate the use of diesel 

particulate filters (DPF) to reduce the particulate 

emissions from off-road equipment and the use of 

SCR technology coupled with DPF to reduce 

emissions of NOx and particulate from on-road 

vehicles. This Showcase Program demonstrates 

the continued effort of the Sanitation Districts to 

further develop emission reduction technologies in 

the off-road vehicle operations. 

Project Objective

This Project is part of the Showcase Program 

(funded under the Clean Fuels Program), 

which aims to assess the reliability and 

emission-reduction potential of DPF

combined with SCR technology as an 

emission control system on off-road 

construction equipment. The goal of this 

Program is to accumulate at least 700 hours 

of operation, and data collected will help

CARB to expedite the much-needed 

verification status of the control system as 

well as achieve significant near-term 

emission reductions from off-road 

construction equipment.

Technology Description

NETT Technologies’ BlueMAX Plus control 

system uses cordierite or silicon carbide all-flow 

monoliths filters to control the particulate 

emissions, coupled with the urea-SCR technology 

to control the NOx emissions from diesel engines. 

The DPF is coated with a proprietary catalyst 

which lowers the soot combustion temperature 

allowing the filter to regenerate. The accumulated 

soot is oxidized in the filter during regular 

operation of the engine. An exhaust temperature 

of 325-400o

C periodically is required to 

effectively achieve the proper filter regeneration.

NOx is reduced over the SCR catalyst through 

chemical reactions with a reducing agent (urea). 

Based on the NOx sensor signal, in combination 

with an engine mass air flow and temperature 

sensors, the necessary urea dosing rate is 

calculated by the control software. Urea 

consumption can vary from 1-5% (by vol.) relative 

to the diesel fuel consumption.

The BlueMAX Plus control system typically 

provides greater than 85% reduction in particulate 

emissions; and a reduction in NOx emissions in 

the range of 65 to 90% under transient diesel 

engine conditions and over 90% in steady-state 

operation.
2012 Annual Report & 2013 Plan Update

March 2013 C-20

Loader Retrofitted in March 2011

Status

The contract for the retrofit using NETT

Technologies’ SCR/DPF system was executed in 

February 2010. Three Caterpillar wheel loaders 

(966F and 966G) were selected for the retrofit. 

However, one of the three wheel loaders (#6799, a

966G) was not retrofitted due to some engine 

problems and contract schedule constraint.

Both 966F wheel loaders (#6705 and #6783) at 

the Downey Area Recycling & Transfer (DART) 

Facility, located in the City of Downey, were 

retrofitted. Both loaders are equipped with the 

Tier 1 Caterpillar 3306 diesel engines. The

machines were data logged to measure and record 

the temperature, pressure, and other parameters 

necessary to design and fabricate the SCR/DPF 

system. Also, a mock-up system was fabricated 

and installed in September 2010 to make sure that 

the system has no line-of-sight interference.

The design of the control system was finalized and 

approved by CARB in December 2010 and 

installation was completed in March 2011.

Since March 2011, both loaders have been in 

service continuously. There were minor problems 

with urea leakage from the pipe elbow delivering 

urea to the combustion chamber. This problem 

was addressed by welding the pipe to the elbow. 

Just recently, the data is showing that the back 

pressure is running high, over 120 in. H20, which 

indicated filter cleaning is required. Both filters 

were cleaned in February 2012.

Results

Both loaders have been in service continuously 

since the installation in March 2011. As of the 

end of June 2012, loader #6705 and loader #6783 

accumulated 1,207 hours and 2,480 hours, 

respectively, which are well above the required 

700 hours.

Benefits

The objectives of the Program are to assess the 

feasibility and reliability of the SCR/DPF 

technology on off-road equipment and to 

determine emissions reduced. This Program 

achieved both since the loaders were in use 

continuously without any major problems. 

However, during the course of the demonstration, 

no on-board emission testing was conducted. 

Therefore, the emission benefits from the Program 

were estimated using the manufacturer’s pilot 

testing data of 85% particulates and 65-90% NOx 

removal efficiency. The total amount of 

particulate emissions reduced during the 

demonstration period was 70 lbs, and NOx 

emissions reduced was between 2,930 and 4,060 

lbs., corresponding to the removal efficiency of 

65-90%, respectively.

Project Costs

The total fixed price of this contract is $116,450 

which is for retrofitting three pieces of equipment

at $38,817 each. However, since the third loader 

was not retrofitted, a total cost of $77,634 was 

reimbursed from this contract.
2012 Annual Report & 2013 Plan Update

C-21 March 2013

SCAQMD Contract #11136 May 2012

Showcase: Demonstrate NOx & PM Emissions 

Control Technology on Diesel-Powered 

Construction Equipment

Contractor

ServoTech Engineering Inc

Cosponsors

SCAQMD

Community Recycling and Resource Recovery Inc

Project Officer

Richard Carlson

Background

Off-road equipment represents a significant source 

of emissions in the South Coast Air Basin. Diesel 

engines are used in most heavy-duty off-road 

construction and industrial equipment. Due to the 

toxicity of diesel exhaust emissions, CARB issued 

a number of regulations to reduce emissions from 

diesel engines. One of these regulations required 

older diesel construction equipment to be replaced, 

retired, or retrofitted on an accelerated schedule. 

Retrofit was viewed as a lower-cost option for 

certain equipment and fleets than the replacement 

option. The only devices available for retrofit 

were diesel particulate filters (DPF) which 

controlled particulates and carbon soot; however, 

AQMD needed reductions in NOx emissions for 

compliance with future air quality standards. 

On March 6, 2009, the AQMD Board awarded a 

contract to ServoTech Engineering to develop and 

demonstrate a combined selective catalytic 

reduction (SCR) and DPF technology on up to two

large off-road construction vehicles. The amount 

awarded was $132,000. 

Project Objective

The objective was to develop diesel emission 

control systems (DECS) for heavy-duty dieselpowered construction equipment and to assess their 

reliability and emission reduction potential. The 

emission reduction goal was to meet Level III PM 

(85% reduction) and Mark 5 NOx (85% reduction) 

for off-road vehicles. Off-road vehicles were

provided by Community Recycling and Resource 

Recovery, Inc. (CR&RR) at their recycling yard in

Sun Valley, California. 

Technology Description

The ServoTech Engineering design for retrofit 

DECS included urea-based SCR integrated with a 

DPF. The DPF technology uses active 

regeneration by periodic injection of diesel fuel in 

front of the DPF module. A catalyst in front of the 

DPF substrate oxidizes the diesel fuel, raising the

exhaust temperature entering the DPF to burn off 

the accumulated carbon soot. Injection is initiated 

using pressure differential across the DPF. The 

SCR system injects urea in front of the SCR 

catalyst in proportion to the engine-out NOx 

emissions measured by the controller using data 

from NOx, temperature and pressure sensors. 

Status

The project included inspection of the subject 

vehicles, measurement, baseline testing, design, 

fabrication, installation, and in-field demonstration 

of the retrofit emissions control designs. Two 

ServoTech Engineering retrofit DECS were 

designed, one for an excavator and one for a 

rubber-tired loader. The system for the excavator 

was installed in 2011. However, the engine was 

operating at a high soot level and the retrofit 

system was not able to adequately regenerate the 

DPF. The system was removed from the 

excavator pending repair of the engine. The 

rubber-tired loader was initially considered to be in 

poor mechanical condition due to high opacity and 

was not retrofitted. ServoTech Engineering 

developed a preliminary design for the loader 

assuming it would be repaired. Unfortunately, the 

contract ended before CR&RR repaired the engines

and no further work was performed on the contract.

Retrofit System Mounted on Excavator
2012 Annual Report & 2013 Plan Update

March 2013 C-22

Additionally, in 2010, the Air Resources Board 

delayed implementation and relaxed the 

requirements for reducing emissions from off-road 

vehicles. A final report was submitted to AQMD 

on November 1, 2012.

Results

The ServoTech Engineering DECS with integrated 

urea-based SCR and DPF was designed for two 

heavy-duty off-road vehicles. One system was 

fabricated, tested at Servotech, and installed and 

determined to be functional. Although not 

demonstrated on the off-road vehicle due to an 

engine malfunction, the tests at Servotech 

demonstrated the potential for CARB Level III 

(85%) particulate reduction and Mark 5 (85%) 

NOx reduction. 

The following graph shows a typical regeneration 

event during prototype tests of the system. Fuel 

injected in front of the DPF increases exhaust 

temperatures (green and red lines) high enough to 

cause rapid oxidation of the collected soot. 

Backpressure (black line) was reduced from 20 to 

10 inches of water during a 5 minute regeneration 

cycle. Unfortunately, high soot emissions from the 

excavator engine overwhelmed the regeneration 

capability of the system during initial operation.

The following graph shows NOx efficiency during 

prototype tests of the system. At sustained power 

levels, these data show NOx reduction efficiency 

exceeding 85%. 

Benefits

The study resulted in a retrofit system design 

suitable for properly maintained off-road 

equipment. The vehicle evaluation and system 

design process for a successful retrofit project was 

documented. The vehicles in this project were not 

suitable for retrofit due to their poor mechanical 

condition and the demonstration project was not 

completed. 

Project Costs 

The original cost estimate was $432,000 of which 

$132,000 was provided by SCAQMD. ServoTech 

Engineering provided $300,000 in in-kind 

expenses. Since the full project was not 

completed, the actual costs to SCAQMD were 

$59,500. 

Commercialization and Applications

An application for verification of the DECS 

developed in this contract was submitted to CARB

for off-road equipment.

The ServoTech Engineering diesel emission 

controller, control technology, and software

utilized for this project have been commercialized 

since 2002, and are currently available for dieselpowered stationary generator sets and locomotives 

with large diesel engines. Systems have been 

installed on several diesel generator sets and 

facility emission control systems outside 

California. 
2012 Annual Report & 2013 Plan Update

C-23 March 2013

SCAQMD Contract #05260 August 2012

Convert Light-Duty Vehicle to Plug-In Hybrid 

Vehicles

Contractor

Energy Control Systems Engineering Inc dba 

EnergyCS

Cosponsors

City of Santa Monica, Cal Cars, Sacramento 

Municipal Utility District, Manitoba Hydro, and

SCAQMD

Project Officer

Lisa Mirisola

Background

On May 6, 2005, the Board approved the design, 

implementation, and demonstration of the 

conversion of a 2005 Toyota Prius hybrid electric 

vehicle (HEV) to a battery-dominant system that 

increases vehicle range, decreases fuel 

consumption, and reduces air pollution through 

adding all-electric range. In November, 2005, the 

Board approved an additional $130,000 to convert 

two more Priuses to plug-in, with an option to 

convert another two with next-generation 

enhancements. 

Interest in Plug-in Hybrid Electric Hybrid (PHEV) 

technology was growing, but the technology was

not commercially available in the U.S. at the time. 

Additional vehicle testing data, driver feedback,

and outreach events were still needed before 

commercialization.

Project Objective

This project converted Toyota Prius HEV’s into 

PHEV’s that can use grid-electricity to provide 

part of the energy for running the vehicles. These 

vehicles were used to demonstrate PHEV 

technology, to gather charging and performance 

data, and to engage the public about alternative 

fuel technologies. The project emphasized

commercialization of the conversion product and 

increased public interest in PHEV technology.

Technology Description

PHEV technology builds upon the fuel-efficiency 

of an HEV through adding an all-electric, zeroemission mode. The all-electric range is made 

possible through installing a Valence 8.5kWh 

lithium-ion battery pack, a charger with 120V 

connection, and additional control system software

to monitor the state of charge, control battery 

charging and discharging, and activate the EV 

operating mode. The battery pack, seven times as 

powerful as the original nickel metal hydride pack,

can power the vehicle for up to 40 miles of zeroemission travel, up to 34 mph on city streets with 

the internal combustion engine off. The base 

model shuts off the engine only when stopped.

Status

Three 2005 Toyota Prius HEVs were successfully 

converted and operated as PHEVs by SCAQMD

from 2006 - 2012. After the three PHEVs were 

returned to original hybrid configuration, the 

contract concluded August 31, 2012.

Major milestones of this project were the 

refinement of the control system and hardware, 

procurement of batteries and components, 

integration of the vehicle systems, optimization of 

the control system, vehicle completion, testing, 

demonstration, and analysis.

2005 Toyota Prius HEV Converted to PHEV
2012 Annual Report & 2013 Plan Update

March 2013 C-24

Results

After implementation of the new control system 

and battery packs, the converted vehicles were 

returned to SCAQMD for testing and 

demonstration. 

The final report is on file, with technical details 

and data analyses prepared by Idaho National Lab 

as part of the U.S. Department of Energy (DOE) 

Advanced Vehicle Testing Activities study. The 

final report includes information on “real world” 

driver behavior as well as energy consumption by 

mode (charge-depleting, charge depleting/charge 

sustaining, charge sustaining).

Based on the final report, the vehicles had an 

average overall fuel economy of 51mpg, and 

accrued over 22% of the total miles travelled with 

the internal combustion engine off, reducing

gasoline consumption and emissions.

Since the control system was designed to have the 

engine on in the beginning to warm the catalyst, 

the first several miles travelled have a lower fuel 

economy. Because most city driving trips 

performed by the drivers in this study were, on 

average, less than two miles in length, the full 

benefits of the conversion system were not 

realized in the city portion. Nevertheless, for trips 

that were longer in length, the battery power 

augmented the fuel economy, as shown in the 

chart above.

There were minimal tradeoffs in the design of this 

vehicle, with the most significant impact being the 

removal of the spare tire to make room for the 

battery pack.

Benefits

Initial emissions testing indicated that with careful 

control, the converted vehicles could achieve 

CARB’s SULEV emissions rating. The 

conversions further improved upon the base model 

by increasing zero-emission EV operation, which 

accounted for 22% of total miles travelled as 

reported by the Idaho National Labs Advanced 

Vehicle Testing Activities study. Altogether, the 

converted vehicles average fuel economy of 51

mpg was an improvement by 5mpg over the 

already fuel-efficient base model. Because the 

technology helps increase the efficiency of the 

vehicle and reduces the amount of fuel consumed, 

it reduces air pollutants and the amount of 

greenhouse gas released. With both economy and 

environmental benefits, PHEV technology is 

capable of market penetration, as shown by 

interest from major manufacturers such as GM and 

Toyota.

Project Costs 

The total project cost was $985,000, including 

conversion of additional prototypes for the City of 

Santa Monica, Cal Cars, SMUD, Manitoba Hydro 

(cold-weather testing), and others. SCAQMD’s 

co-funding was $215,000 plus the base cost of 

SCAQMD vehicles.

Commercialization and Applications

The PHEV technology developed in this project

can be directly applied to similarly converting 

other Toyota Priuses to provide the same benefits 

over the base model. Further refinements in the 

control system could lead to additional increases 

in performance. However, automaker 

optimization and economies of scale have since 

outpaced conversion efforts.

Issues still being overcome are the relatively high 

price of the batteries and the need to improve 

battery capacity. Control system optimization and 

engine start and catalyst warm-up procedures by 

Toyota and other automakers with changes to 

CARB emission certification procedures now 

enable PHEVs to travel 10 – 40 miles before the 

engine starts, further reducing emissions. These 

issues continue to be addressed today and as 

breakthroughs are made, prices will continue to 

fall even as performance improves.

While EnergyCS will not be commercializing the 

PHEV technology developed in this project, the 

technology has found a new, related application. 

EnergyCS has been acquired by battery-electric 

car manufacturer CODA specifically for the 

control system that EnergyCS developed. The 

CODA Electric automobile is a zero-emission allelectric vehicle now available for retail sale.
2012 Annual Report & 2013 Plan Update

C-25 March 2013

SCAQMD Contract #08067 October 2012

Demonstrate a Hydraulic Hybrid Shuttle Bus

Contractor

CALSTART

Cosponsors

Eaton

Complete Coach Works

CALSTART/Federal Transit Administration 

SCAQMD

Riverside Transit Authority

Project Officer

Jeff Cox

Background

Shuttle buses present an excellent opportunity to 

integrate hybrid technologies due to the inertial 

intensity of their drive cycles that are typified by 

their start-and-stop driving behavior. This type of 

start-and-stop driving provides an opportunity to 

capture a significant portion of braking energy to 

displace a meaningful amount of fossil fuel 

derived energy that would otherwise be used to 

generate tractive power. The fuel displacement 

potential has the potential to achieve co-benefits 

of reducing criteria pollutant emissions along with 

reducing consumption of fossil fuel. 

Project Objective

CALSTART, in association with Eaton 

Corporation, Complete Coach Works, and 

Riverside Transit Authority (RTA), undertook a 

project to develop a hydraulic hybrid shuttle bus, 

quantify the emission reductions and fuel 

economy improvement potential of the system, 

and finally, place the vehicle in revenue service 

with RTA.

Technology Description

Hybrid technologies present the opportunity to 

concurrently reduce criteria pollutant emissions 

and improve the fuel economy of the vehicle. 

These potential gains are a result of the ability of 

the hybrid system to recover braking energy that 

would otherwise be dissipated as heat. This also 

allows for the potential downsizing of the IC 

engine due to the supplemental power provided by 

the hybrid system, and the ability to optimize the 

operation of the IC engine over a narrower 

spectrum. 

The hybrid system chosen for this program 

incorporates the use of hydraulic accumulators to 

store energy. These accumulators store energy by 

utilizing a hydraulic fluid to compress nitrogen. 

The compressed nitrogen can later be expanded to 

force the hydraulic fluid through a pump motor 

that provides tractive force to accelerate the 

vehicle. During a braking event, the hydraulic 

pump motor will return fluid to the high pressure 

accumulator and store energy by compressing 

nitrogen. This compression process results in the 

application of a retarding force to the vehicle that 

will also displace the use of the friction brakes. 

Status

The program completed the prototype build of the 

vehicle, emissions and fuel economy testing on a 

chassis dynamometer, and served time in revenue 

service with RTA.

Hydraulic Hybrid Shuttle Bus

Results

The University of California, Riverside performed 

chassis dynamometer emissions testing on a 

UDDS drive cycle. This testing demonstrated a 

reduction in NOx emissions of 69% with a 

corresponding improvement in fuel economy of 

58% in a laboratory setting. While these lab test 

results show the potential of the system, the in-use

demonstration of the system proved more 

challenging. The prototype nature of the vehicle 

resulted in significant vehicle downtime that 
2012 Annual Report & 2013 Plan Update

March 2013 C-26

prevented the ability to provide an accurate 

assessment of the operational benefits of the 

system in the field. Further refinement of the 

system would need to be undertaken to properly 

evaluate the potential benefits of the system in full

service operation. 

Project Costs 

The total project costs were approximately 

$1,100,000 with the SCAQMD providing 

$140,167 towards the project. Cost-share for this 

project was anticipated as follows:

Eaton Corporation $300,000

Complete Coach Works $327,500

CALSTART/

Federal Transit Administration $290,000

SCAQMD $140,167

Riverside Transit Agency $42,500

Commercialization and Applications

The hybrid technology demonstrated as part of 

this project could have broad applications

reaching beyond the shuttle bus. Any vehicle that 

is subject to a high level of start-and-stop driving 

behavior could benefit from a power-dense 

hydraulic hybrid system that was demonstrated as 

part of this program. However, the significant 

vehicle downtime that the program experienced

highlights that there are still system refinements 

that need to be implemented before the product 

would be ready for commercial deployment.
2012 Annual Report & 2013 Plan Update

C-27 March 2013

SCAQMD Contract #11205 March 2012

Implement Hybrid Truck and Bus Voucher 

Incentive Program

Contractor

CALSTART Inc

Cosponsors

SCAQMD

Project Officer

Brian Choe

Background

The purpose of the South Coast Air Quality 

Management District’s Hybrid Truck and Bus 

Voucher Incentive Project (HVIP) is to help 

commercialize hybrid medium- and heavy-duty 

vehicle technologies and support a critical ramp-up in 

production, with the specific target of the South 

Coast Basin. This production increase is necessary to 

boost deployment of these lower emission vehicles, 

which will assist the South Coast in meeting its clean 

air goals.

Following the format of the CARB HVIP, the 

SCAQMD’s HVIP provided financial incentives to 

fleet purchasers after the FY2010 CARB HVIP funds 

had been exhausted and before the FY2011 CARB 

HVIP funding had launched. Eligible recipients were 

required to domicile and operate trucks exclusively in 

the South Coast jurisdiction. The project was 

managed separately from the existing CARB HVIP, 

but used the same rules. 

Project Objective

The core objective was to further extend the 

deployment of early-production hybrid trucks into the 

Basin. These deployments were deemed important 

for several reasons: 1) they speed the introduction of 

zero-emission enabling and pathway technology; 2) 

they speed the early deployment of lower-emitting 

medium-duty vehicles into the region in advance of 

requirements; and 3) they allow the SCAQMD to 

leverage an existing state program and infrastructure 

to extend additional clean air benefits to the South 

Coast Basin.

The HVIP provides vouchers of up to $45,000 per 

vehicle on a first-come, first-served basis for the 

purchase of eligible new hybrid trucks and buses. 

CALSTART’s role was to administer and implement 

the HVIP, with assistance by its subcontractor TIAX 

LLC, on behalf of the SCAQMD in accordance with 

the HVIP requirements specified in the grant 

agreement between CARB and CALSTART, with the 

additional requirement that the SCAQMD funds be 

used only for eligible hybrid vehicles that would be 

operated in the geographical boundaries of the 

SCAQMD. CALSTART was responsible for 

conducting public outreach to vehicle dealers and 

fleets to solicit interest in the program within the 

SCAQMD’s geographical boundaries.

Technology Description

The technologies utilized in this project were hybridelectric drivelines for diesel medium- and heavy-duty 

trucks. Hybrid-electric trucks reduce the consumption 

of diesel fuel while lowering the emissions of criteria 

pollutants, and are also a critical enabling technology 

and market for future zero-emission vehicles.

Status

The project launched on December 1, 2010. 

CALSTART issued the vouchers for the purchase of 

these hybrid-electric trucks on February 15, 2011,

and finished voucher redemptions by November 30, 

2011. The final voucher checks were delivered to the 

vehicle dealer on February 8, 2012 and the project 

was completed on March 31, 2012. 

The project operated as expected and new vouchers 

were requested and redeemed for the purchase of 41 

new hybrid-electric trucks, which are running in the 

field. The 41 vouchers met the expected number of 

funded vehicles. The vehicles that were funded were 

in the heaviest weight class currently served by 

hybrids, that of Class 8 regional tractors. These 

vehicles can provide the greatest fuel savings and 

emission reductions because of the volume of fuel 

burned. The final report, including the complete 

technical details, is on file. 
2012 Annual Report & 2013 Plan Update

March 2013 C-28

A Coca-Cola Hybrid Delivery Truck

Results

The vouchers were subscribed by BCI Coca-Cola 

Bottling Company. Freightliner manufactured 28 of 

the vehicles, and Kenworth manufactured 13. Eaton 

supplied the hybrid systems. All of the vehicles are 

used for regional and urban delivery applications.

Benefits

This project did not include vehicle testing or 

emission goals. However, from experiences with 

similar urban/regional delivery vehicles that it is 

testing, CALSTART found that vehicles with similar 

duty cycles can expect an average fuel use reduction 

of approximately 18 percent. With targeted driver 

training and route selection, some of the trucks in this 

category can achieve over 30 percent in fuel use 

reduction. Criteria emission reductions are expected 

to be proportional to fuel use reductions.

Under the CARB FY2010 HVIP, 313 medium- and 

heavy-duty hybrids were deployed in the Basin, 

representing 47 percent of the total vehicles placed 

under that effort. With the additional vehicles 

deployed using the SCAQMD HVIP funding, the 

Basin placed a total of 354 hybrid trucks in service in 

one year, amounting to roughly eight percent of all 

hybrid trucks currently on the road in the United 

States today.

Although the technology is still in the early 

commercialization phase, we do not expect any 

issues with availability or reliability. In similar 

drivelines tested by CALSTART’s HTUF program, 

the vehicles have demonstrated that they are available 

and able to perform their daily duties from 97 to 99

percent of the time.

Project Costs

SCAQMD provided $1,500,000 toward this project. 

The voucher funding totaled $1,430,000.

CALSTART’s administrative costs were $70,000 to 

administer the SCAQMD HVIP.

Commercialization and Applications

While the HVIP has continued to increase the breadth 

and range of the eligible vehicles, the largest 

obstacles for the purchase and deployment of these 

vehicles remain the up-front incremental costs, 

particularly with fleets still feeling the constraints of 

the recession. There continues to be a strong need to

decrease the incremental cost for early-adoption 

vehicles, especially for electric vehicles. The HVIP 

has successfully overcome these obstacles.

Improving the Program

SCAQMD can continue to build on the success of 

this initial HVIP through targeted investments in 

programs for those vehicles most in need of financial 

incentives, and most needed to meet South Coast 

clean air requirements and technology objectives. 

Hybrid trucks represent a critical enabling technology 

pathway to zero emissions, and battery electric trucks 

are now following them into the market. 

Electric trucks are currently eligible for CARB HVIP 

funding, but the provided level of incentives offsets a 

much smaller fraction of the incremental cost than 

the level of incentives for hybrid trucks. A recent 

report from CALSTART’s E-Truck Task Force 

verified this specific need, which would entail 

roughly doubling the current CARB voucher amounts 

for electric vehicles. A highly useful future 

SCAQMD program could provide additional 

incentive funding for electric trucks deployed in the 

SCAQMD jurisdiction. The SCAQMD incentive 

could be added to the CARB HVIP incentive to 

provide a level of financial incentive that would more 

readily overcome the incremental cost. A similar 

approach is underway in the San Joaquin Valley 

APCD. Similarly, because hybrid-electric trucks are a

core enabling technology for all-electric trucks, a 

small “plus up” for hybrids is justified as well to help 

spur additional SCAQMD deployments.
2012 Annual Report & 2013 Plan Update

C-29 March 2013

SCAQMD Contract #11485 April 2012

Demonstrate Refuse Truck Retrofitted with 

Cummins ISL-G Natural Gas Engine

Contractor

Waste Management Collection and Recycling Inc

Cosponsors

SCAQMD

Project Officer

Brian Choe

Background

Waste Management (WM) partnered with 

Cummins Cal Pacific (CCP) and AFV Fleet 

Services (AFV) to engineer a diesel-to-CNG 

proof-of-concept (POC) vehicle. The successful 

demonstration of the POC vehicle will have the 

potential to reduce emissions significantly from 

approximately 3,800 diesel-fueled refuse 

collection trucks affected by SCAQMD Rule 

1193.

Project Objective

WM sought to demonstrate the repowered dieselto-CNG refuse collection truck for a six-month 

period. Throughout the six-month demonstration 

period, WM tracked and recorded the vehicle’s 

maintenance requirements, which included 

scheduled and unscheduled servicing of vehicle, 

engine and fuel system (e.g. oil changes, exhaust 

stack replacement, fuel system repairs, tank 

repairs, etc.). In addition, WM logged fuel used 

and designated fueling units (e.g. diesel equivalent 

gallon (DGE), miles travelled, engine hours). For 

one month during the six-month demonstration, 

WM measured fuel consumption by using the onsite fast-fill CNG dispenser. For the remainder of 

the six-month demonstration, WM operated the 

vehicle at the Moreno Valley location using the 

slow-fill CNG capability. 

Prior to beginning the demonstration, WM also 

performed operator training to instruct fleet and 

vehicle operators on fueling, engine and 

transmission performance characteristics, safety 

and any characteristics which distinguish the 

repowered vehicle from its diesel-fueled 

equivalent.

Technology Description

This project involves repowering a diesel-fueled 

2005/2006 Freightliner Condor refuse collection 

truck with the CARB certified Cummins ISL-G 

natural gas engine certified to 0.2 g/bhp-hr NOx 

and 0.01 g/bhp-hr PM.

Repowered Vehicle Undergoing Emissions 

Testing

Status

WM completed the following tasks during the 

course of this project:

Task 1 Proof-of-Concept Vehicle Design

1.1 Engineering and Analytical Work 

(Vehicle Systems Engineering, Removal 

of Existing Vehicle System, CNG 

Vehicle System Installation, Fuel 

Storage System Installation, Installation 

Quality Audit)

1.2 Vehicle Modifications Analysis

1.3 Equipment Procurement

1.4 AQMD Approval

Task 2 Demonstration Program

2.1 Six-Month Demonstration

2.2 Operating Log Maintenance

2.3 Performance Testing
2012 Annual Report & 2013 Plan Update

March 2013 C-30

2.4 Emission Testing

The findings and the results of each task are 

provided in the form of the fast-fill fuel data, 

emissions benefits based on the fuel-usage 

reduction, and the emission testing results 

provided in the final report. 

Results

WM tested the performance vehicle versus a 

comparable diesel truck under a variety of 

working conditions including urban pickup cycles, 

rural higher-speed pickup cycles, freeway driving 

cycles and grade climbing cycles. It was fueled at 

the Moreno Valley site using the slow-fill CNG 

fueling capability. Because the Moreno Valley site 

primarily has slow-fill CNG capability, daily fuel 

measurements were not possible. Thus, instead 

WM measured the daily fuel consumption over a 

one-month period by using the on-site fast-fill 

CNG dispenser for measurements.

WM recorded the total fuel consumption and total 

engine hours of operation since the last fueling 

event and then used this data to determine the 

average fuel consumption per hour of engine 

operation. For the remainder of the six-month 

period, then, the total fuel consumption was 

calculated based on the engine hours operated per 

month.

Six-Month Fuel and Mileage Projections

WM additionally conducted emissions tests on the 

repowered refuse truck and a comparable dieselfueled refuse truck for NOx, CO, PM, and CO2 

emissions. WM used SCAQMD-approved testing 

protocols and instrumentation, and consulted with 

the SCAQMD to secure a qualified testing entity 

to perform the emission testing and ensure that 

each vehicle was tested while stationary in the

following operating modes: idle, high idle, and 

idle with power take off (PTO) engaged during a 

compacting cycle while the truck is at least half 

full. 

In general, emissions from the CNG engine are 

lower than from the diesel engine. 

Benefits

The successful demonstration of this project will 

have the potential to reduce emissions 

significantly from approximately 3,800 dieselfueled refuse trucks affected by Rule 1193. With 

each diesel-fueled truck using approximately 

10,000 gallons of diesel fuel every year, this 

project has the potential to displace 38 million 

gallons of diesel annually.

Project Costs 

A total of $75,000 was awarded by the SCAQMD 

for this project. WM, CCP and AFV provided

$231,364 of direct and in-kind co-funding. The 

total project cost will be $306,364. 

Commercialization and Applications

This project demonstrated the viability of 

repowering a heavy-duty diesel engine with newer 

and cleaner alternative-fuel technology. Repower 

projects like this demonstrate the viability of 

cleaner engine replacement policies to reduce 

exhaust emissions as equipment ages, while 

minimizing cost. 

This project will especially benefit those vehicles 

subject to Rule 1193, which requires public and 

private solid waste collection fleets having 

exclusive contracts with public entities and greater 

than 15 trucks to purchase or replace existing 

vehicles with alternative-fuel vehicles.

208315 

Hours

Fuel 

Usage Mileage

(8) January 2012 252 1,013 2,633

(7) December 2011 276 1,110 2,884

(6) November 2011 231 929 2,414

(5) October 2011 247 993 2,581

(4) September 2011 279 1,122 2,916

(3) August 2011 247 993 2,581

(2) July 2011 251 1,009 2,623

(1) June 2011 78 314 815

TOTAL 1,861 7,481 19,447

208315 

Hours

Fuel 

Usage Mileage

(8) January 2012 252 1,013 2,633

(7) December 2011 276 1,110 2,884

(6) November 2011 231 929 2,414

(5) October 2011 247 993 2,581

(4) September 2011 279 1,122 2,916

(3) August 2011 247 993 2,581

(2) July 2011 251 1,009 2,623

(1) June 2011 78 314 815

TOTAL 1,861 7,481 19,447
2012 Annual Report & 2013 Plan Update

C-31 March 2013

SCAQMD Contract #04011 July 2012

Install & Demonstrate Industrial Pipeline-Supplied 

Hydrogen Fueling Station in Torrance

Contractor

Air Products and Chemicals Inc

Cosponsors

US Department of Energy

Shell Hydrogen

SCAQMD

Toyota

Project Officer

Larry Watkins

Background

The implementation of zero-emission vehicles is a 

key component in the effort to achieve air quality 

attainment in the South Coast Air Basin. Fuel cell 

vehicle technology is emerging at an accelerated 

pace and may play a crucial role in this effort.

Project Objective

As part of an ongoing Cooperative Agreement 

between Air Products and the U.S. DOE, 

SCAQMD provided cost-share funding to 

construct, install and operate a hydrogen fueling 

station in Torrance, CA. The station would be the 

first in the country to be supplied by an existing, 

active industrial pipeline system. 

Technology Description

Hydrogen from the pipeline system is fed to a 

membrane purifier that removes carbon monoxide 

from the parts-per-million (volume) (ppmv) 

concentrations specified in typical industrial 

applications to less than 0.2 ppmv as currently 

required for use in fuel cell vehicles. Compression 

and storage systems sized for 48 kilograms per day

(which can serve 10 to 15 cars per day) are

provided. Air Products’ proprietary fueling 

protocol (of which four patents are cited in the 

SAE hydrogen fueling TIR J-2601) is utilized to 

cascade fill from the storage tubes to the vehicles. 

The station utilizes four dispenser hoses (two at 

H35 or 5,000 psi pressure level and two at H70 or 

10,000 psi pressure level) and is the first in the 

country that can fill four fuel cell vehicles 

simultaneously. The H70 gas is cooled to 

temperatures approaching -40 deg C so that 

refueling times of 3 to 4 minutes can be achieved.

Status

Following execution of agreements with U.S.

DOE and SCAQMD, Air Products began 

negotiations regarding the lease of equipment and 

sale of hydrogen to Shell Hydrogen (who would 

act as operator of the fueling station). A Shellbranded retail gasoline station at the intersection 

of 190th and Normandie in Torrance, CA (near the 

Air Products pipeline) was initially selected as the 

host location. However, Shell was unable to 

negotiate a lease for a parcel of adjacent property 

to site the purification, compression and storage 

equipment; in addition, the gasoline station was 

ultimately sold by Shell, and the new owners were 

unwilling to consider the addition of hydrogen 

fueling equipment. Activities related to the site at 

190th and Normandie were terminated in mid2007.

Shell Hydrogen then began discussions for lease 

of greenfield property at the intersection of 190th

and Gramercy in Torrance, CA (adjacent to I405), also along the Air Products hydrogen 

pipeline. Air Products and Shell Hydrogen also 

resumed negotiations regarding the equipment 

lease and hydrogen supply agreement. A delay in 

the negotiations for the equipment lease and 

hydrogen supply agreement occurred in late 2007, 

and these issues were resolved in mid-2008. 

Detailed design of the fueling equipment at the 

Gramercy location was initiated by Air Products at 

the direction of Shell Hydrogen. Negotiations on 

the land lease by Shell Hydrogen were completed 

in early March 2009. Air Products and Shell 

Hydrogen then executed the equipment lease and 

hydrogen supply agreement on March 27, 2009.

Shell received a conditional use permit from the 

City of Torrance on August 19, 2009. Construction work was started by Shell Hydrogen in 

February 2010 and was completed nine months 

later. Following completion of commissioning 

activities, station operation commenced on March 
2012 Annual Report & 2013 Plan Update

March 2013 C-32

1, 2011. The scope of work under the SCAQMD’s 

contract was completed on February 29, 2012, and 

the final report is on file with results from the 

project.

Torrance Pipeline Hydrogen Station 

Results

Operating performance of the hydrogen fueling 

station has been excellent. Use of the station by 

automakers in the area has increased since the 

station was brought online; Toyota and Honda 

have major facilities within two miles of the 

station, General Motors and Daimler have 

operations nearby, and vehicles from Hyundai and 

Mazda have fueled at the station. On several 

occasions, station throughput in excess of the rated 

48 kilograms per day has been observed, and a

total of 2,972 fueling events (both H35 and H70) 

were completed by the end of March 2012. 

Benefits

Deployment of zero-emission fuel cell electric 

vehicles is a key step toward reducing levels of 

criteria pollutants in the South Coast Air Basin. 

Manufacturers of fuel cell vehicles have provided 

survey figures to state agencies indicating their 

plans to deploy tens of thousands of light-duty cars 

into the South Coast Air Basin in the 2015-2107 

timeframe. In order to meet this goal, reliable 

hydrogen fueling stations such as the Torrance 

pipeline station are needed to provide confidence 

to automakers and to their potential customers.

Hydrogen is produced today at pricing that is 

attractive for use in today’s transportation market; 

oil refineries use hydrogen to meet their needs to 

process crude oil to the various grades of gasoline 

products. Delivery of gaseous products such as 

hydrogen and natural gas via pipeline systems is

the lowest-cost means of distribution. The 

Torrance pipeline station has provided significant 

learnings into the design and installation of 

hydrogen fueling stations while providing a 

platform to demonstrate key new components such 

as simultaneous refueling from multiple dispensers 

at two pressure levels. Based on existing 

technologies, low-cost hydrogen can be delivered 

and dispensed well below gasoline prices to 

fueling stations in a fully deployed hydrogen 

economy.

Project Costs 

The total cost of the Air Products’ program with 

the U.S. DOE was $10,922,086 (DOE $5,526,000, 

Air Products $5,396,096), which included 

deployment of three permanent hydrogen fueling 

stations and several mobile refueling systems. The 

spending for Air Products’ scope of work under 

the DOE program for the Torrance hydrogen 

pipeline station (excluding program management 

and contract negotiating costs) exceeded $3 

million. SCAQMD provided an initial $400,000 

in cost share to the Air Products program, later 

awarding an additional $89,051 to add equipment 

for purification of hydrogen from pipeline to fuel 

cell specifications. Shell leased property from 

Toyota and was responsible for the balance of the 

station.

Commercialization and Applications

Demonstration testing of fueling station equipment 

at relevant usage rates is critical to gain the

learnings necessary for rollout of hydrogen 

refueling infrastructure to the general public. 

Although pipeline supply of hydrogen to fueling 

stations during the early phases of fuel cell vehicle 

deployment will be limited, the use of existing, 

low-cost sources of hydrogen with delivery to 

stations as a compressed gas will be a key 

component of the early station network. 

SCAQMD and Air Products will be working on a 

project to deploy low-cost hydrogen fueling 

stations to eight locations (including six retail 

sites) beginning in late 2012.
2012 Annual Report & 2013 Plan Update

C-33 March 2013

SCAQMD Contract #12104 September 2012

Development, Initiation & Implementation of a 

Clean Vehicle Outreach Project

Contractor

Three Squares Inc

Cosponsor

SCAQMD

Project Officers

Lisa Mirisola

Lourdes Cordova Martinez

Background

The SCAQMD has long supported plug-in 

electric vehicles - ranging from light-duty battery 

electric vehicles to heavy-duty plug-in hybrid 

electric vehicles - due to the clean air benefits 

associated with electrifying the transportation 

sector. With the commercialization this year of

plug-in vehicles (PEVs) by Nissan, GM and 

Ford, the SCAQMD Board expressed concerns 

that only the early-adopters and PEV advocates 

would know the true value associated with these 

technologies; whereas the general public may be

insufficiently educated and often times 

misinformed about the costs and benefits of such 

vehicles.

Project Objective

Three Squares Inc (TSI) was contracted to 

coordinate an outreach campaign that retools

existing SCAQMD programs to focus aspects of 

consumer messaging, where appropriate, on

near-term benefits of clean and high-efficiency 

vehicles. These efforts will be included under a 

newly badged Clean Air Choices (CAC) 

program, an umbrella platform to promote the 

broad array of lower-polluting consumer options 

included in SCAQMD clean air technology 

activities, such as low-VOC paints and solvents, 

electric lawn and garden equipment, air filters, 

low-NOx boiler and aftertreatment technologies, 

as well as clean vehicles.

Technology Description

After several meetings with SCAQMD staff

discussing the vision for the Clean Air Vehicle 

Calculator, defining the audience (consumers in 

the South Coast Air Basin), and working through 

the technical specifications so that the calculator 

would function across digital platforms (desktop, 

iPhone, iPad, Android, BlackBerry), TSI 

developed the site map below for the “Clean Air 

Vehicle Calculator.”

Mobile Home Page:

• Two drop-down fields where users select 

vehicles to compare to the U.S.EPA average 

gasoline-powered vehicle (users can compare up 

to 2 vehicles but may choose only one if 

desired):

> Choose Car 1: -- Choose a Car -- Select 

Year Vehicle Make Model 

> Choose Car 2: -- Choose a Car -- Select 

Year Vehicle Make Model 

Results show comparison of two vehicles with 

attributes below:

• Vehicle photo

• Make • model• year• sticker price

• Incentives/rebates (link through to incentives 

page)

• $ saved/year

• C02 saved/year

• Oil saved/year

• Smog score

• Dealer test drive locations (link to page of 

locations for test driving the vehicle)
2012 Annual Report & 2013 Plan Update

March 2013 C-34

Clean Air Vehicle Calculator Home Page

Status

The Clean Air Vehicle Calculator is available 

online at http://www.cleancarchoices.org and is 

also available via a click-through link on the 

Clean Air Choices program website located at 

http://www.cleanairchoices.org, also accessible 

from within the AQMD.gov site. 

Results

The Google Analytics report (attached to the 

project final report) demonstrates that even from

a “soft launch” of the calculator at the EVS26 

event impressions were acquired from countries 

across the globe, including the U.S., India, 

United Kingdom, Canada, Germany, Australia, 

South Africa, France, Japan, Malaysia, the 

Netherlands, Philippines and many others. With 

an official launch and press announcement, the 

calculator should be able to expand its reach and 

impact. 

Benefits

The Clean Air Vehicle Calculator allows 

interested car shoppers to view easy, quick 

comparisons of environmental and economic 

benefits of selecting a clean vehicle, connect 

directly with a local dealer and phone the dealer 

to schedule a test drive. 

Project Costs

The Clean Air Vehicle Calculator was the result 

of a rebranding campaign for the Clean Air 

Choices program. The following costs were 

associated with the program:

Task 1 – Rebranding $5,000

Task 2 – Mobile Web Site $26,000

Task 3 – Clean Vehicle Calculator $19,000

Task 4 – Social Media $16,000

Task 5 – Fast Charging Analysis $24,000

Task 6 – - Assessment $10,000

Project Total $100,000

Commercialization and Applications

The rebranded Clean Air Choices Program web 

site will become a venue to feature a variety of 

programs focused on promoting clean air 

vehicles and clean air consumer choices to 

residents in the South Coast Air Basin. 

The Clean Air Vehicle Calculator will continue 

to be updated with new vehicle models as they 

are added to the SCAQMD Clean Air Vehicle 

Lists and featured at local dealerships. The 

Content Management System will allow 

SCAQMD staff easy access to make updates via 

a web interface and the ability to add vehicles, 

dealerships and edit vehicle data such as smog 

scores. 
2012 Annual Report & 2013 Plan Update

March 2013

Appendix D

List of Acronyms

2012 Annual Report & 2013 Plan Update

D-1 March 2013

LIST OF ACRONYMS

AFRC—air/fuel ratio control

APCD—Air Pollution Control District

AQMD—Air Quality Management District

AQMP—Air Quality Management Plan

ARB—Air Resources Board

ARRA-American Recovery & Reinvestment Act

BACT—Best Available Control Technology

BSNOx—brake specific NOx

CAAP—Clean Air Action Plan

CAFR—Comprehensive Annual Financial Report

CARB—California Air Resources Board

CCF—California Clean Fuels

CEC—California Energy Commission

CEMS—continuous emission monitoring system

CFD—computational fluid dynamic

CNG—compressed natural gas

CO2—carbon dioxide

CO—carbon monoxide

CY—calendar year

DCM—dichloromethane

DDC—Detroit Diesel Corporation

DEG—diesel equivalent gallons

DGE—diesel gallon equivalents

DF—deterioration factor

DMS—Division of Measurement Standards

DMV—Department of Motor Vehicles

DOC—diesel oxidation catalysts

DOE—Department of Energy

DOT—Department of Transportation

DPF—diesel particulate filters

DRI—Desert Research Institute

ECM—emission control monitoring

EPRI—Electric Power Research Institute

ESD—emergency shut down

EV—electric vehicle

FCV—fuel cell vehicle

FTP—federal test procedures

g/bhp-hr—grams per brake horsepower per hour

GC/MS—gas chromatography/mass spectrometry

GGE—gasoline gallon equivalents

GHG—Greenhouse Gas

GTL—gas to liquid

H&SC—California Health and Safety Code

HCCI—Homogeneous Charge Combustion Ignition

HCNG—hydrogen-compressed natural gas (blend)

HEV—Hybrid electric vehicle

HPDI—High Pressure Diesel Injection

ICE—internal combustion engine

ICEV—internal combustion engine vehicle

ICTC—Interstate Clean Transportation Corridor

LCFS—Low-Carbon Fuel Standard

Li—lithium ion

LIMS—Laboratory Information Management System

LNG—liquefied natural gas

LPG—liquefied petroleum gas or propane

MATES—Multiple Air Toxics Exposure Study

MECA—Manufacturers of Emission Controls 

Association

MPFI—Multi-Port Fuel Injection

MSRC—Mobile Source Air Pollution Reduction Review 

Committee

MTA—Metropolitan Transportation Authority

NAFA—National Association of Fleet Administrators

NGV—natural gas vehicle

NMHC—non-methane hydrocarbon

NOx—oxides of nitrogen

NREL—National Renewables Energy Lab

OBD—On-Board Diagnostics

OCTA—Orange County Transit Authority

OEM—original equipment manufacturer

PAH—polyaromatic hydrocarbons

PbA—lead acid

PCM—powertrain control module

PHEV—plug-in hybrid vehicle

PM—particulate matter

PM2.5—particulate matter ≤ 2.5 microns

PM10—particulate matter ≤ 10 microns

PPM—parts per million

RDD&D—research, development, demonstration, and 

deployment

RTA—Riverside Transit Agency

SCAB—South Coast Air Basin or “Basin”

SCAQMD—South Coast Air Quality Management 

District

SCE—Southern California Edison

SCR—selective catalytic reduction

SI—spark ignited

SULEV—super ultra-low emission vehicle

TC—total carbon

THC—total hydrocarbons

TO—task order

U.S.EPA—United States Environmental Protection 

Agency

ULEV—ultra low emission vehicle

VOC—volatile organic compounds

WVU—West Virginia University

ZEV—zero emission vehicle