National Clean Diesel Campaign


Innovative Strategies for Cleaner Air


2005 Progress Report


Table of Contents 

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2


Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2


What Is the National Clean Diesel Campaign?. . . . . . . . . . 3


Summary of Key Accomplishments, 2004–2005 . . . . . . . 4


Program Activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8


Regulatory Strategies for the Future. . . . . . . . . . . . . . . . . . 8


Voluntary Strategies for Cleaning Up the Legacy Fleet . . . 9


Collaborations and Partnerships . . . . . . . . . . . . . . . . . . . . 13


Looking Ahead. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21


Appendix: Verified Retrofit Technologies . . . . . . . . . . . . . . 23

“Working together we are going to make that black

Introduction 

Background 

From the farm to the neighborhood grocery store, 

we find diesel engines in every corner of society. 

Diesel engines power the movement of goods 

across the nation, help construct the buildings in which 

we live and work, help build the roads on which we travel, 

and carry millions of children to school each day. While 

diesel engines provide mobility and are critical to the 

nation’s economy, exhaust from diesel engines contains 

pollutants that negatively impact human health and 

the environment. 

Diesel engines are a major source of pollution. Specifically, they emit particulate matter (PM), also known 

as soot; nitrogen oxides (NOx), which contribute to the 

puff of smoke a thing of the past.”

Stephen L. Johnson, EPA Administator

production of ground-level ozone, or smog; hydrocarbons (HC); and air toxics. These pollutants contribute to 

poor air quality in many areas of the country and can 

cause serious health problems, especially for children, 

the elderly, and the chronically ill. 

Fortunately, many cost-effective solutions are available 

today that can dramatically reduce pollutants from diesel 

exhaust. There are a variety of dependable, effective, and 

affordable technologies and measures—from exhaust filters to cleaner fuels to idle-reduction strategies—that will 

allow the nation to harness the power of diesel engines 

without compromising public health or the environment. 

2 National Clean Diesel Campaign — 2005 Progress Report 
National Clean Diesel Campaign 

What Is the National Clean 

Diesel Campaign? 

The U.S. Environmental Protection Agency (EPA) established the National Clean Diesel Campaign (NCDC) to 

promote diesel emission reduction strategies. NCDC 

includes regulatory programs to address new diesel 

engines as well as voluntary programs to address the 

millions of diesel engines already in use. 

NCDC’s Regulatory Programs for 

New Diesel Engines 

EPA has finalized two sets of clean fuel and vehicle 

emission standards that will lead to dramatic emission 

reductions in new diesel-powered engines. 

The 2007 Heavy-Duty Highway Engine Rule will cut 

harmful pollutants from highway engines by more 

than 90 percent, resulting in annual reductions of 2.6 

million tons of NOx and 110,000 tons of PM when 

fully implemented. 

The Clean Air Nonroad Diesel Rule will cut emissions 

from new construction and agricultural and industrial 

engines by more than 90 percent, resulting in annual 

reductions of 738,000 tons of NOx and 120,000 tons 

of PM annually when fully implemented. 

NCDC’s Voluntary Strategies 

More than 11 million diesel engines in operation today 

do not meet EPA’s new clean diesel standards, yet these 

engines can continue to operate for 20 to 30 years. EPA 

established voluntary programs to accelerate emission 

reductions from older diesel engines to provide more 

immediate air quality benefits. The goal of EPA’s voluntary programs is to address in-use diesel engines in five 

National Clean Diesel Campaign — 2005 Progress Report 

Diesel Emissions and Public Health


Reducing diesel engine emissions is one of the most 

important public health challenges facing the country. 

Emissions from these engines, especially particulate 

matter (PM), contribute to health problems. PM has been 

associated with an increased risk of premature mortality, 

hospital admissions for heart and lung disease, and 

increased respiratory symptoms. Long-term exposure to 

diesel exhaust is likely to pose a lung cancer hazard. 

In addition, nitrogen oxides (NOx) contribute to ozone, 

which can aggravate asthma and other respiratory 

diseases, leading to more asthma attacks, the use of additional medication, more severe symptoms that require a 

doctor’s attention, more visits to the emergency room, and 

increased hospitalizations. Ozone can inflame and damage 

the lining of the lungs, which can lead to permanent 

changes in lung tissue, irreversible reductions in lung function if the inflammation occurs repeatedly over a long time 

period, and a lower quality of life. Children, outdoor workers, people with heart and lung disease, and the elderly 

are most at risk. 

The emissions in diesel exhaust contribute to poor air 

quality in many areas of the country. Areas designated as 

“nonattainment” do not meet the health-based National 

Ambient Air Quality Standards. About 159 million Americans 

live in areas that are designated as nonattainment with the 

8-hour ozone standard. Nearly 90 million people live in areas 

that do not meet the PM standard. EPA and states are working aggressively to reduce air pollution in these areas to 

protect the health of all Americans. Reducing diesel emissions 

is necessary to accomplish this task. 

3 
Diesel Emissions and the Environment


In addition to public health impacts, diesel exhaust can also 

contribute to environmental problems. The NOx in diesel 

exhaust can contribute to the formation of ozone (smog), 

which can make plants more susceptible to disease, pests, 

damage from other pollutants, and harsh weather conditions. The NOx and sulfur in diesel emissions contribute to 

acid rain, which can negatively impact bodies of water and 

damage the building blocks of aquatic ecosystems. Fine 

particulates from diesel engines can also be a source of 

haze, which affects people’s ability to see long distances 

and to enjoy scenic vistas in recreational areas such as 

national parks. In addition, PM, NOx, and ozone can all 

contribute to crop damage. 

key sectors—freight, construction, agriculture, ports, and 

school buses—by promoting a variety of cost-effective 

and innovative emission reduction strategies, including 

switching to cleaner fuels; retrofitting, repairing, repowering, and replacing equipment; and reducing idling. 

EPA has made significant progress toward this goal by 

engaging in partnerships, fostering innovative technologies, and providing grants to accelerate the introduction 

of clean diesel technologies. 

Summary of Key 

Accomplishments, 2004-2005 

Regulations Driving Cleaner Engines 

Through landmark regulations, EPA has dramatically 

reduced and will continue to reduce the amount of PM 

and NOx emitted from the tailpipes of new diesel 

engines. Current highway trucks and buses emit about 

one-sixth of the PM and less than 80 percent of the 

NOx of a 20-year old truck. In 2007, new heavy-duty 

diesel engines will become even cleaner, and all highway diesel engines will be powered with cleaner diesel 

fuel. In 2008, nonroad engines in construction, agriculture, and industrial equipment will become 90 percent 

cleaner than they were just over a decade ago. 

Highway Heavy-duty Diesel Engines

NOx Emission Standards

12 

10


8


6


4


2


0


1988-89 1990 1991-97 1998-2003 2004-06 2007+ 

Engine Model Year

Highway Heavy-duty Diesel Engines

PM Emission Standards

0.7 

0.6 

0.5 

0.4 

0.3 

0.2 

0.1 

0 

1988-90 1991-93 1994-2006 2007+ 

Engine Model Year

Through the 2007 Heavy-Duty Highway Engine Rule, 

EPA estimates that emission reductions will prevent: 

■ 8,300 premature deaths 

■ More than 9,500 hospitalizations 

■ 1.5 million lost work days annually 

The total health benefits from the rule are expected to 

be more than 17 times the compliance costs. 

P

M (g/bhp-hr) N

O

x (g/bhp-hr)


4 National Clean Diesel Campaign — 2005 Progress Report 
P

M (g/bhp-hr)	 N

O

x (g/bhp-hr)


Nonroad Diesel Engines (175-750 hp)

NOx Emission Standards

8


7


6


5


4


3


2


1


0


1996-2000 2001-2005 2006-2010 2011-2014 

Engine Model Year

Nonroad Diesel Engines (175-750 hp)

PM Emission Standards

0.45 

0.4 

0.35 

0.3 

0.25 

0.2 

0.15 

0.1 

0.05 

0 

1996-2000 2001-2010 2011-2014 

Engine Model Year

In addition, the Clean Air Nonroad Diesel Rule is 

expected to prevent: 

■ 12,000 premature deaths 

■ 8,900 hospitalizations 

■ 1 million lost work days annually 

The total benefits from this rule are expected to be 

40 times the compliance costs. 

National Clean Diesel Campaign — 2005 Progress Report 

Voluntary Programs Yielding Results 

While EPA regulations are making new diesel engines 

cleaner, EPA has been reducing the amount of pollution 

emitted from nearly 200,000 diesel engines in operation 

today through NCDC’s voluntary programs. The voluntary 

programs’ estimated lifetime PM reduction of 20,000 tons 

is equivalent to removing more than 1,000 heavy-duty 

trucks from the nation’s roads. The NOx lifetime reduction 

of more than 110,000 tons is comparable to removing 

almost 115,000 large diesel trucks from the road. 

Clean diesel retrofit programs currently under way will 

provide approximately $4 to $5 billion in health benefits 

from PM reductions over the life of the programs (in 

year 2000 dollars), including avoiding: 

■ Approximately 1,000 cases of premature deaths. 

■ Approximately 2,000 chronic illnesses, such as 

chronic bronchitis and non-fatal heart attacks. 

■ Nearly 40,000 respiratory symptoms in children. 

■ About 27,000 asthma exacerbations, 1,000 

of which would be serious enough to send a 

patient to the emergency room. 

■ Hundreds of thousands of minor restricted 

activity days. 

This health benefit estimate, from clean diesel retrofit 

programs currently underway, does not take into account 

other impacts from diesel emissions such as ozonerelated health effects, visibility effects, and air toxic 

effects, such as cancer risks. 

Fostering Technology 

NCDC voluntary programs are creating demand for 

emission reduction technologies. To date, EPA has 

verified emissions benefits for 17 emission control technologies through extensive and statistically rigorous 

testing. In addition, 20 states and Washington, D.C., are 

using ultra-low sulfur diesel well ahead of EPA’s mandates. 

This cleaner diesel fuel directly reduces emissions from 

engines and enables the use of some of the most 

effective emission control devices to date. Clean diesel 

partners are using a wide variety of technologies to 

reduce emissions. 

5 
Broad-based Support

Diverse Technologies Reduce Diesel Emissions

Selective Catalytic Reduction 

<1% Replacement (clean diesel, 

Compressed Natural Gas) 

4% 

Biodiesel 

24% 

Closed Crankcase Ventilation 


(Diesel Oxidation Catalyst, 


cleaner fuels)


3%


Engine Repower 

19% 

Diesel Particulate Filter (UltraLow Sulfur Diesel) 11% 

Diesel Oxidation Catalyst 

(cleaner fuels) 8% 

Ultra-Low Sulfur Diesel 

3% 

Diesel Oxidation Catalyst 

26% 

Diesel Particulate Filter/Lean 


NOx Catalyst


2%


Clean diesel projects currently underway employ a wide range of strategies to 

achieve reductions in diesel emissions. This chart illustrates the percentage of 

vehicles/engines that use a particular technology to reduce diesel emissions. 

Broad-based Support 

Through NCDC, EPA has collaborated with more than 

500 partners to reduce the health effects of diesel emissions across the nation. These diverse and committed 

partners include state and local governments that have 

created incentive programs to reduce emissions from 

both public and private fleets; businesses and industry 

groups that have provided technical assistance and devoted millions of dollars to retrofit diesel engines; and environmental or community groups that have successfully 

advocated for and managed effective projects to help 

reduce the public health impacts from diesel emissions. 

Partnerships have resulted in more than one million children in 150 school districts riding more than 20,000 

cleaner buses; freight collaborations have created more 

than 50 idle-reduction projects along major interstate 

corridors; and more than 200 shipping and trucking 

companies have committed to reducing emissions from 

roughly 300,000 trucks. 

EPA recently showcased the results of its collective 

efforts and expanded the partnership base at the NCDC 

Policy Leaders Summit, which was co-sponsored by the 

Diesel Technology Forum and the Manufacturers of 

Emission Controls Association. Approximately 300 government, industry, and environmental leaders converged 

in Washington, D.C., to share lessons learned from 

successful programs and to explore innovative options 

for accelerating diesel emission reductions. At the 

conference, EPA welcomed several new organizations 

into the campaign and fostered new opportunities for 

collaboration and partnership. 

6 National Clean Diesel Campaign — 2005 Progress Report 
Funding Projects 

EPA has funded many successful projects across the EPA’s clean diesel grants leverage more than $2 for 

country through NCDC. The campaign’s Clean School every federal dollar invested. Demand for NCDC grant 

Bus USA program has provided approximately funds has exceeded available resources by 10 times, 

80 grants, which have led to approx­ illustrating great support for 

imately 10,000 school bus retrofits. 

EPA has also provided NCDC fund- More than 300 clean diesel proj­- reducing diesel emissions. In 

addition to EPA’s clean diesel 

ing toward 28 projects that will ects nationwide are resulting in funds, several state and local proreduce emissions from more than significant emission reductions grams are providing financial sup1,000 diesel vehicles and equipment 

used in construction, ports, agricul­

(in lifetime tons) including: port for clean diesel strategies. For 

example, California’s Carl Moyer 

ture, transit, and municipal fleets. ■ 110,000 NOx Program has granted more than 

SmartWay Transport grants have 

created more than 1,000 electrified ■ 20,000 PM $150 million in clean diesel projects since 1998, and the program 

parking spaces that reduce emis­ ■ 35,000 HC expects to grant more than $140 

sions by eliminating engine idling. ■ 125,000 carbon monoxide (CO) million annually until 2015. The 

Texas Emissions Reduction Plan 

has granted more than $180 

million since 2001. 

EPA Funded Retrofit Projects (as of 2/22/2006) 

National Clean Diesel Campaign — 2005 Progress Report 7 
Program Activities


EPA launched NCDC in 2004 to mitigate the impact 

of diesel emissions on public health and the environment. NCDC is a comprehensive initiative to 

reduce pollution from diesel engines across the country 

by implementing varied control strategies and proactively 

involving national, state, and local partners. NCDC comprises regulatory programs to address new engines and 

voluntary programs to address the millions of diesel 

engines already in use. 

Regulatory Strategies 

for the Future 

The Clean Air Nonroad Diesel Rule and the 2007 HeavyDuty Highway Engine Rule set stringent standards on 

new diesel engines and diesel fuel. The Nonroad Rule 

will cut emission levels from new construction, agriculture, and industrial diesel engines by more than 90 percent. Clean ultra-low sulfur diesel (ULSD) fuel will be 

required for use in highway diesel engines starting in 2006 

and nonroad machines in 2010. In addition to directly 

reducing emissions from the diesel fleet, these clean fuels 

will enable the use of advanced aftertreatment technologies. Technologies, like particulate filters, capable of emission reductions of 90 percent or more will be required 

under new standards that will be phased in for the highway sector in 2007 and the nonroad sector in 2008. 

Both rules will yield enormous long-term benefits for 

public health and the environment. By 2030, when the 

full effect of these rules are realized, PM and NOx will 

8 National Clean Diesel Campaign — 2005 Progress Report 
Benefits from the Clean Air Nonroad Rule


The long-term annual health benefits from this important 

program include the prevention of approximately: 

■ 6,000 children's asthma-related ER visits. 

■ 8,900 hospitalizations. 

■ 12,000 premature deaths. 

■ 15,000 heart attacks. 

■ 280,000 cases of respiratory symptoms in children. 

■ 1 million workdays lost. 

When fully implemented, the annual monetized health 

benefits of this program will exceed $80 billion, compared 

to implementation costs of $2 billion. 

Benefits from the 2007 Heavy-Duty

Highway Rule

EPA's new emission and fuel standards for heavy-duty 

highway vehicles will result in large reductions in ozone and 

PM. In 2030, these reductions will prevent approximately: 

■ 8,300 premature deaths. 

■ More than 9,500 hospitalizations. 

■ 1.5 million workdays lost. 

The total health benefits are worth more than $70 billion 

each year, with costs of only $4 billion. 

be reduced by 250,000 tons per year and four million 

tons per year, respectively. These reductions will 

result in annual public health benefits of more than 

$150 billion, at a cost of approximately $7 billion. 

New highway and nonroad standards are the critical 

foundation of EPA’s diesel emission control programs. 

EPA is fully committed to the successful implementation 

of the Clean Air Nonroad Diesel Rule and the 2007 

Heavy-Duty Highway Engine Rule. The Agency is working with industry to ensure that new engines meet 

the required standards throughout their useful life. 

To that end, EPA certifies and tests engines with the 

latest emission testing technologies. 

EPA is also bringing clean diesel to the rail and marine 

sectors by developing new emission requirements for 

locomotives and marine engines. Without these regulations, locomotive and marine sources are expected 

to contribute 45 percent of diesel PM and 27 percent 

of NOx from mobile sources in 2030. Through the use 

of cleaner fuels and engines, EPA can reduce the impact 

of locomotive and marine engines. 

Voluntary Strategies for 

Cleaning Up the Legacy Fleet 

The more stringent diesel engine emission standards are 

set to take effect over the next decade, but the full effect 

of new regulations will not be realized for some time. 

Through NCDC’s voluntary programs, EPA seeks to 

reduce emissions from millions of diesel engines in use 

today. NCDC is built on an impressive portfolio of EPA’s 

voluntary projects. Today there are more than 300 projects in 44 states and more than 500 partners across the 

country. More than 20 states are using ultra-low sulfur 

diesel fuel well ahead of EPA’s regulatory schedule. 

EPA is committed to reducing the emissions from the 

existing fleet of diesel engines through collaboration 

and a variety of cost-effective voluntary strategies. 

States and local agencies are developing clean air implementation plans that rely on cost-effective solutions to 

reduce air pollutants that contribute to nonattainment of 

the health-based National Ambient Air Quality Standards. 

To assist these governments, EPA has created 

peer-reviewed emission models and provided State 

Implementation Plan guidance to state air partners. 

EPA has also created productive partnerships with 

diverse groups—from environmentalists to industry 

National Clean Diesel Campaign — 2005 Progress Report 9 
to state and federal representatives—to work toward a 

shared goal of cleaning up diesel emissions. For example, EPA has worked with the National Conference 

of State Legislatures to pass a resolution in support of 

clean diesel efforts. In addition, EPA has engaged its 

stakeholders to work together with dozens of organizations and groups through a Federal Advisory Committee 

Act workgroup. 

Clean Diesel Solutions 

There is a wide range of emission reduction strategies 

available for any diesel vehicle or equipment application, 

including: 

■ Using cleaner fuels. 

■ Replacing older equipment. 

■ Reducing idling. 

■ Retrofitting engines with verified technologies. 

■ Repowering (replacing an old engine with a new,


cleaner engine).


■ Properly maintaining equipment. 

■ Gaining operational efficiencies. 

Retrofit technologies are advancing at a rapid pace. The 

use of established technologies, such as diesel oxidation 

catalysts (DOCs) and diesel particulate filters (DPFs), 

continues to grow exponentially, while new, emerging 

technologies, such as lean NOx catalysts (LNC), are 

steadily improving. Retrofit technologies often vary in 

the type of pollutant reduced. DOCs and DPFs remove 

PM from the exhaust. DOCs or DPFs can be combined 

with a NOx reduction strategy, such as using a cleaner 

fuel, to enhance the emission reduction benefits. 

While retrofit technologies are one option for reducing 

diesel emissions, other options include cleaner fuels such 

as compressed natural gas and the replacement of older 

engines and equipment. Cleaner fuels are becoming 

more prevalent throughout the country. The switch to 

ULSD fuel for highway engines enables advanced emission reduction technologies (e.g., DPFs) to operate effectively. Another option that can be applied to any vehicle or 

equipment is to reduce idling. Simply turning off the 

engine when the vehicle or machine is not in use can 

reduce emissions as well as save fuel and minimize wear 

and tear on the engine. 

Verifying Emission Reductions from 

Retrofit Technologies 

To evaluate the effectiveness of retrofit technologies, 

EPA created the Retrofit Technology Verification Program. 

Through this program, EPA helps to ensure users of 

retrofit technologies that the actual emissions benefits 

from retrofit technologies match those advertised by the 

manufacturer. The verification process includes evaluations 

of the emission reduction performance of retrofit technologies—including the durability of the technologies— 

and identification of engine operating criteria and other 

conditions that must exist for these approved technologies to achieve the verified level of reductions. 

10 National Clean Diesel Campaign — 2005 Progress Report 
EMISSION CONTROL

TECHNOLOGY DESCRIPTION PM HC

Diesel Particulate DPFs are honeycomb or mesh devices that filter, or trap PM from the exhaust. Up to 60­

Filter (DPF) Exhaust temperature, duty cycle, and fuel type are critical elements to evalu­ 90+ 90 

ate prior to selecting a DPF. 

Diesel Oxidation DOCs reduce harmful pollutants by catalytically converting pollutants to water 20-50 60­

Catalyst (DOC) and carbon dioxide (CO2). Inside the canister is a honeycomb substrate that is 90 

coated with a small amount of precious metals where the reaction occurs. 

Lean NOx Catalyst LNCs are catalysts that promote the reduction of NOx by using hydrocar­ Up to 60­

(with a DPF) bons as a reducing agent. Often an LNC is combined with a DPF. 90+ 90 

Exhaust Gas EGR technology recirculates a portion of engine exhaust back into the Up to 60­

Recirculation engine. This recirculation cools peak combustion temperatures and 90+ 90 

(with a DPF) dilutes the oxygen content of the fuel-air mixture, thus reducing NOx. 

EGR can be coupled with a DPF to reduce even more PM. 

Selective Catalytic SCR technology injects urea (or some form of ammonia) into the exhaust 30-50 50­

Reduction stream which reacts over a catalyst to reduce NOx emissions. 90 

Closed Crankcase CCV systems are designed to return crankcase blow-by gases to the 10-25 30­

Ventilation systems engine intake for subsequent combustion during the engine combustion 40 

process. 

Ultra-Low Sulfur ULSD fuel has a sulfur content of 15 parts per million (PPM) or less. 5-10 — 

Diesel 

Biodiesel Renewable fuel (meeting ASTM spec 6751) that can be manufactured varies varies 

from vegetable oils or animal fats. 

Additives Chemicals added to the fuel in very small amounts to improve one or — — 

more properties of the base fuel. 

Emulsions Water and additives mixed with fuel to lower combustion temperatures. 16-60 varies 

Repowering Replacing an older engine with a newer, cleaner engine or replacing a varies varies 

diesel engine with one that can use alternative fuels. 

Replacement Replacing older vehicles and equipment with ones that are newer and varies varies 

cleaner. 

Summary of Available Options for Reducing Diesel Emissions

PERCENT EMISSION REDUCTION*

NOx CO

— 60­

90 

— 60­

90 

25 60­

90 

Up to 60­

50 90 

(60-90 

with DPF) 

Up to 50­

90+ 90 

— 30­

35 

— — 

varies varies 

Up to — 

5 

10-25 varies 

varies varies 

varies varies 

*Percent emision reduction of the following pollutants: 

PM - Particulate Matter HC - Hydrocarbons 

NOx - Nitrogen Oxides CO - Carbon Monoxide 

National Clean Diesel Campaign — 2005 Progress Report 11 
EPA compiles this information for each of these tech­


nologies and posts it on EPA’s Verified Technology List


and CARB’s commitment to cooperate on the evaluation of retrofit technologies. This agreement commits 

EPA and CARB to work toward accepting PM and NOx 

verification levels assigned by the other’s verification 

(see Appendix). 

EPA evaluates each technology 

using a specific fuel, on a specific 

engine, and under specific 

loading cycles. Depending on the 

manufacturer and/or the technology, 

an independent laboratory may 

be used to conduct the majority of 

verification testing. 

The California Air Resources Board 

“Retrofits have been a high

priority, and . . . they will

continue to be a high priority

for my office and the Agency.”

Bill Wehrum, EPA Assistant Administrator

programs. 

Additionally, as retrofit manufacturers initiate and conduct in-use 

testing, EPA and CARB have 

agreed to coordinate this testing 

so that the data manufacturers 

generate satisfy the requirements 

of each program. This MOA is 

intended to expedite the verifica­

(CARB) has a verification process similar to EPA’s verification process. EPA signed a Memorandum of 

Agreement (MOA) with CARB for the Coordination and 

Reciprocity in Diesel Retrofit Device Verification. The 

MOA establishes reciprocity in verifications of hardware 

or device-based retrofits, and further reinforces EPA’s 

tion and introduction of innovative emission reduction 

technologies, by reducing the effort needed for retrofit 

technology manufacturers to complete verification. In 

addition to the Verified Technology List, EPA recognizes 

and accepts retrofit hardware strategies or device-based 

systems that have been verified by CARB. 

Regional Clean Diesel Collaboratives


12 National Clean Diesel Campaign — 2005 Progress Report 
Collaborations and Partnerships 

EPA works collaboratively with businesses and industry 

representatives, government, environmental and community organizations, and others to achieve immediate 

and significant environmental results. EPA engaged its 

stakeholder community to form a work group under the 

auspices of the Clean Air Act Advisory Committee to 

gain a consensus among all members on how to best 

address emission reductions from the existing fleet of 

diesel vehicles and equipment. Through this effort, EPA 

has developed a broad, diverse coalition of stakeholders 

that is working toward a shared vision of innovative 

strategies and incentives for reducing diesel emissions 

from public and private fleets. 

At the regional level, several clean diesel collaboratives 

have formed across the country and are employing 

proactive, incentive-based approaches to achieve regional environmental improvement. Members of these 

regional initiatives have agreed collectively to secure 

additional funds for projects and to take a more localized 

approach to diesel emission mitigation. 

EPA Regions 9 and 10 formed the West Coast 

Collaborative. The Collaborative is the first regional initiative under NCDC, charged with reducing air pollution 

emissions from diesel engines along the west coast. 

This joint effort includes EPA, the U.S. Department 

of Agriculture/Natural Resource Conservation Service, 

the U.S. Department of Energy, the U.S. Department of 

Transportation (DOT), the governments of Canada and 

Mexico, as well as state, local, non-profit, and private sector partners from California, Alaska, Washington, Oregon, 

Idaho, and Hawaii. Members of the collaborative work 

across sector workgroups for agriculture, construction, 

locomotives and rail, marine vessels and ports, and 

trucking to identify, fund, and implement regional diesel 

emission reduction projects. 

Six other regional collaboratives have also been initiated 

around the country (see map, page 12). The Midwest 

Diesel Initiative, formed by EPA Region 5, is a cooperative, public/private effort to reduce diesel emissions 

along major transportation corridors and Midwest cities. 

The Midwest Initiative is focused on trucking, rail, ports, 

2004 Diesel Emissions Inventory by Sector

marine 

3% 

other nonroad* freight 

16% 21% 

school bus 4% 

transit 1% 

other highway** 

24% construction 

15% 

agriculture 

16% 

Note: Port data is unavailable. 

*Examples of other nonroad include nonroad equipment used at industrial sites 

and airports. 

**Other highway refers to smaller trucks and vehicles (LD to Class 5). 

agriculture, and U.S.-Canada border areas. For the 

Northeast Diesel Collaborative, EPA Regions 1 and 2 

work with eight northeastern states in partnership with the 

Northeast States for Coordinated Air Use Management 

to reduce exposure to diesel emissions. The newly developed Mid-Atlantic Diesel Collaborative in EPA Region 3 

promotes the reduction of diesel emissions by leveraging 

resources, raising awareness, sharing information and 

expertise, and implementing projects. 

NCDC’s Sector Focus 

EPA chose to focus its voluntary efforts on five key 

sectors: school buses, ports, construction, freight, and 

agriculture. These sectors represent a diverse array 

of diesel engines in use today and provide the best 

opportunities to obtain emission reductions that can 

significantly protect public health. 

The five sectors were chosen for many important reasons: 

■ Each sector has a significant impact on public 

health and is present in areas with poor air quality 

or near susceptible populations. Under the Clean 

School Bus USA Program, for example, EPA 

targets its resources to ensure that children, who 

are especially susceptible to diesel pollution, 

National Clean Diesel Campaign — 2005 Progress Report 13 
2004 NOx Emissions by Mobile Diesel Sector 2004 PM2.5 Emissions Mobile Diesel Sectors

non-port marine* 

12% 

other nonroad**


4%


other highway*** 

3% 

ports


4%


freight****


agriculture
 56% 

8% 

construction


11%


transit 

1% school bus 

1% 

*Non-port marine includes recreational vessels and a fraction of C1, C2 and C3 marine. 

**Examples of other nonroad include equipment used at industrial sites and airports. 

***Other highway refers to smaller trucks and vehicles (LD through Class 5). 

****Freight includes heavy-duty trucks and some nonroad rail. 

can breathe cleaner air while being safely 


transported to school. 


■ The five sectors combined represent roughly 80 

percent of all diesel NOx and PM emissions from 

the mobile sector. The freight sector alone 

accounts for approximately 30 percent of all 

mobile source diesel PM emissions. 

■ Cost-effective strategies exist for each sector. 

Diesel retrofit strategies are some of the most 

cost-effective measures for PM emission control. 

Nonroad equipment found in the construction, 

agricultural, and port sectors is often powered by 

older diesel engines that comply with much less 

stringent emission standards than today’s standards. For comparable model years and engine 

sizes, older nonroad equipment can emit as much 

as 70 to 100 percent more pollution than today’s 

engines. Thus, cleaning up nonroad equipment 

can be particularly cost-effective and important 

for public health. 

non-port marine* 

9% 

other nonroad** 

9% 

freight  

other highway** * 32% 

3% 

ports


5%


school bus 2% 

agriculture transit <1% 

19% 

construction 

21% 

*Non-port marine includes recreational vessels and a fraction of C1, C2 and C3 marine. 

**Examples of other nonroad include equipment used at industrial sites and airports. 

***Other highway refers to smaller trucks and vehicles (LD through Class 5). 

****Freight includes heavy-duty trucks and some nonroad rail. 

■ Support for the sector programs has been 

overwhelming. Industries in the five sectors are 

voluntarily acting to reduce diesel exhaust. Some 

federal funding solicitations are met with demand 

that is 10 times greater than available resources. 

Grant recipients have attracted additional resources, 

averaging two to four times the amount of the 

original grant. 

■ Rapid growth in marine ports and construction. 

Seaports are expanding and vessel size is 

increasing in response to the nation’s increased 

global trade. According to DOT estimates, the 

volume of foreign trade moving through U.S. 

ports will more than double 1996 tonnage levels 

by 2020, significantly impacting our coastal and 

Great Lakes ports. In addition, the Bureau of 

Labor Statistics projects that construction 

employment will increase 15 percent from 2002 

to 2012, making it the only goods-producing 

sector expected to grow. 

14 National Clean Diesel Campaign — 2005 Progress Report 
The sections that follow describe how the components 

work and achievements to date. 

The SmartWayTransport Partnership: 

The Partnership involves voluntary collaboration 

between EPA and the freight industry. When a company, 

The Freight Sector: SmartWay Transport® such as a freight shipper, carrier, or logistics company, 

joins the SmartWay Transport 

The freight transport sector is a Partnership, it commits to (1) 

pivotal component of the United 

States’ economic strength, but it 

also presents environmental health 

and air quality challenges. In 2004, 

the freight sector emitted approximately one-third of all fine particu­

”Like others in the transporta­-

tion industry, we need to

operate efficiently and ensure

that we reduce the impact our

company has on the environ­-

assess the environmental performance of its current operations using 

EPA’s Freight Logistics Environmental and Energy Tracking (FLEET) 

Performance Models; (2) identify a 

goal to improve its environmental 

lates and more than half the ment. By becoming a member performance; (3) develop a plan 

amount of NOx of all mobile diesel 

sources. In addition, trucks and 

locomotives burn 35 billion gallons 

of diesel fuel each year, representing 20 percent of the fuel used in 

of SmartWay, our company,

as a whole, is challenged to

improve our operations for the

betterment of all.“

detailing how the goal will be 

achieved; and (4) report its progress 

annually to EPA. Companies that 

join the partnership improve their 

environmental performance by 

the entire transportation sector. Joe Chapman, Operations Manager adopting fuel efficiency technoloTriple S Trucking gies (e.g., trailer aerodynamics, 

To address the impact of the freight wide-based tires, auxiliary heating 

system in the United States, includ­ and cooling units) and policies (e.g., 

ing the legacy trucking fleet, EPA developed SmartWay no-idling zones at loading docks and speed policies) that


Transport. SmartWay Transport is a voluntary public- increase fuel efficiency of freight transport— saving


private initiative designed to improve the environmental money while significantly reducing greenhouse gases


performance of the freight delivery system in the United and air pollution.


States through money-saving, market-based approaches.


The goal of the program is to reduce emissions by Since its inception in 2004, more than 260 shipping and


promoting cost-effective strategies that reduce fuel con- trucking companies, representing more than 300,000


sumption and air pollution, by eliminating unnecessary diesel trucks, have joined the SmartWay Transport®


idling, installing emission control devices, and improving Partnership. From partner commitments during the first


freight logistics. By 2012, EPA expects to reduce more year, SmartWay Transport Partnership projects annual


than 200,000 tons of NOx annually, as well as 33 million reductions of 3.1 million tons of CO2, 777 tons of PM,


tons each year of carbon dioxide (CO2), a greenhouse gas and 22,096 tons of NOx. This amounts to an annual fuel


created from the combustion of fossil fuels, in addition saving of 283 million gallons of diesel fuel—worth $807


to significant PM reductions. million dollars per year to the industry.

1 

There are four components of SmartWay Transport: National Idle-Free Corridors Program: To address 

the SmartWay Transport Partnership, National Idle-Free unnecessary idling, EPA has developed the National IdleCorridors Program, SmartWay Capitalization and Free Corridors Program. The program targets infrastrucUpgrade Kits, and the SmartWay Technologies Program. ture modifications at truck stops, travel centers, ports, 

1 Fuel data is based on the November 10, 2005, diesel price of 

$2.85 per gallon. 

National Clean Diesel Campaign — 2005 Progress Report 15 
loading docks, terminals, and along the side of the road. 

Over the last two years, the Agency has awarded 14 

grants to states and non-profit organizations totaling 

approximately $6 million for the deployment of idlereduction technologies around the country. 

SmartWay Capitalization and Upgrade Kits: 

In an effort to make cleaner technologies more accessible to companies, EPA has created a unique technology 

deployment system called the “SmartWay Upgrade Kit” 

which allows companies to integrate fuel-saving and 

emission control strategies into their operations. 

SmartWay upgrade kits generally consist of idling control 

equipment, improved tire technology, improved tractor 

and trailer aerodynamics, and a PM emission control 

device. Together, these items create a more fuel-efficient 

and lower emission truck, and benefits are realized in cost 

savings to the truck driver. The SmartWay Upgrade Kit can 

be customized to fit a variety of trucking operations. 

To date, EPA has partnered with two states, Minnesota 

and Arkansas, to offer small business loans that can be 

used for the purchase of SmartWay Upgrade Kits. These 

loans are being provided at below-market interest rates 

and have flexible terms. EPA is working to develop similar financing options for SmartWay 

Upgrade Kits with other states and 

Clean Construction USA 

Roughly two million 

pieces of construction equipment are 

used throughout the 

nation every day. In 

2005, construction 

equipment generated 

more than 30 percent of NOx and PM 

of all land-based, 

nonroad sources, according to EPA’s nonroad model. 

Therefore, cleaning up construction equipment has 

important public health benefits. 

Clean Construction USA is a voluntary program that promotes the reduction of diesel exhaust emissions from 

construction equipment and vehicles. The program’s 

goal is to retrofit, rebuild, or replace approximately two 

million diesel engines in the construction sector by 2014. 

In the early stages of the construction program, more 

than 7,000 machines were retrofitted, and almost $200 

million was committed to make construction 

engines cleaner. 

Under the Clean Construction USA 

private institutions. A typical bulldozer emits as program, EPA works with key stakemuch PM as 500 cars. holders through collaborative efforts 

SmartWay Technologies 

Program: The Agency strives to 

help freight companies employ the most fuel-efficient, 

environmentally beneficial, and cost-efficient strategies 

and technologies for their fleets. To this end, EPA provides a methodology that the industry can use to quantify the environmental benefits of new and emerging 

products and helps accelerate the market deployment of 

innovative freight technologies. As a first step toward 

developing protocols, EPA performed preliminary tests 

using aerodynamic and rolling drag reduction equipment 

on Class 8 trucks. This preliminary testing demonstrated a 

strong correlation between saving fuel and reducing 

NOx emissions due to reduced engine load. A report is 

expected to be released in 2006. 

to advance the use of construction 

retrofits. The program has partnered 

with the Associated General Contractors of America 

(AGC) and others to help contractors, owners, and operators of construction equipment to properly maintain 

their equipment, retrofit and/or replace older diesel 

engines with verified or certified technologies, and use 

cleaner fuels. This year, representatives of the campaign 

spoke at several conferences, including the largest conference for the construction community, AGC’s ConExpo. 

EPA also works with states and local governments 

to implement clean diesel construction programs. 

A number of large-scale construction retrofit projects 

are in progress across the nation. Through state grant 

16 National Clean Diesel Campaign — 2005 Progress Report 
programs like the Texas Emission Reduction Plan and assess nonroad emission reductions from projects. EPA 

California’s Carl Moyer program, hundreds of pieces of will release guidance on how to attain credits for these 

equipment have been retrofitted or replaced to signifi- reductions in air quality plans. In addition, Congress 

cantly improve the quality of air in those states and passed a suite of provisions in the Energy Policy Act of 

across the country. The 

Massachusetts Turnpike 

Authority alleviated the 

effects of diesel emissions near sensitive 

receptors such as residential communities and 

hospitals by retrofitting 

hundreds of construction 

machines and by establishing an idle-reduction 

policy for The Central 

Artery/Tunnel Project 

“Programs like EPA’s National Clean Diesel


Campaign, the Texas Emission Reduction Plan,


and California’s Carl Moyer Program have been


great in achieving emission reductions while


recognizing the needs of businesses, which can be


seen in the overall positive attitude of contractors.”


Bob Lanham, Vice President


William Brothers Construction


2005 and the 

Transportation Act of 

2005, which would provide funding and other 

incentives for clean construction projects 

throughout the country. 

For example, Congress 

made retrofits, including 

nonroad retrofits for 

highway construction 

equipment, a priority for 

funding available through 

(The Big Dig) in Massachusetts. 

EPA assists these efforts by providing technical assistance, verifying technologies, and providing education 

and outreach materials to showcase model projects 

throughout the country. 

Through Clean Construction USA, EPA has funded several demonstration projects aimed at fostering the use 

of new technologies for nonroad equipment. In 2004, 

the Agency funded retrofit construction programs in 

Colorado, Massachusetts, and Illinois that have enabled 

hospital patients, university students, and local communities to breathe cleaner air. This November, EPA announced 

nine new construction retrofit demonstration grants totaling almost $1 million. These grants will exhibit a wide variety of technologies including cleaner fuels, retrofit 

technologies such as catalysts and filters, and engine 

replacement, while improving air quality and serving as 

valuable models for future clean construction projects. 

Under the Clean Construction USA program, EPA 

expects to launch many more clean construction projects throughout the country in the coming years. EPA 

will issue additional funding assistance in 2006 and will 

expand the number of tools available for clean construction projects. For example, EPA’s new National Mobile 

Inventory Model has a retrofit calculator that can 

National Clean Diesel Campaign — 2005 Progress Report 

DOT’s Congestion Mitigation and Air Quality (CMAQ) 

Improvement Program. EPA will be working with DOT to 

provide guidance for establishing CMAQ-funded retrofit 

projects. 

Clean Agriculture USA 

Diesel-powered 

engines help make 

American farmers 

among the most productive in the world. 

Roughly two-thirds of 

all agricultural equipment is diesel powered, according to 

the Diesel 

Technology Forum. The agricultural sector accounts for 

nearly one-quarter of NOx and one-third of PM of all 

land-based nonroad diesel emissions. With more than 

two million diesel engines, reducing emissions voluntarily from agricultural equipment can have significant public 

health benefits for rural and suburban areas. 

17

Clean Agriculture USA is the campaign’s newest voluntary, incentive-based program. Through this program, 

EPA will seek to achieve significant diesel emission 

reductions from agricultural engines over the next 10 

years. Through partnerships and demonstration projects, 

the Agency is identifying cost-effective solutions to 

reduce diesel emissions from farms and is working 

collaboratively with the agricultural community to 

implement diesel emission reduction projects. 

EPA grants have provided the foundation for helping curb 

agricultural emissions through several groundbreaking 

projects. The Agency provided funding assistance to 

place catalysts on agricultural equipment, retrofit or 

replace agricultural pumps, test fuel additives in 

biodiesel, and reduce equipment use through notill/direct seeding techniques. 

In addition, EPA is working to address agricultural emissions through partnerships with the U.S. Department of 

Agriculture and various farm organizations and agricultural businesses. The campaign’s regional clean diesel initiatives play a critical role in working at the local and 

regional level to offer guidance and coordinate efforts to 

reduce diesel emissions in agricultural operations. For 

example, the Midwest Diesel Collaborative works to 

reduce emissions from the transport of agricultural 

goods to market, while the West Coast Collaborative 

works with organizations regionally to identify funding 

assistance, establish programs, and share lessons from 

clean diesel projects. 

In the coming year, EPA expects to expand its stakeholder network, showcase more successful clean diesel projects, and release new outreach materials under the 

Clean Agriculture program. 

Clean Ports USA 

Ports on coasts and 

inland waterways 

accommodate more 

than 95 percent, by 

weight, and 75 percent, by value, of all 

U.S. overseas trade. 

In addition, the U.S. 

port industry directly 

and indirectly impacts 

approximately $1.5 trillion in business sales for goods 

and services. Over the past 30 years, port industry 

impacts on the gross domestic product have increased 

from 13 percent to 30 percent. The ships, vessels, cargo 

handling equipment, trucks, and rail used in and around 

ports rely heavily on diesel engines. 

Solutions for mitigating the effects of diesel engines differ from one port to another, so EPA’s Clean Ports USA 

program offers a wide selection of technology options 

and emission reduction strategies to fit individual port’s 

needs. EPA works with port authorities, marine terminal 

operators, and other partners to overcome barriers to 

reducing diesel emissions in this sector. 

In its first year, Clean Ports USA has been successful in 

reducing emissions at many major ports across the 

country. For example, EPA awarded grants to the Port of 

Houston, Port of Tacoma, and Massachusetts Port 

Authority to establish new projects that demonstrate 

innovative emission control technologies. The Agency 

also awarded a grant to the Port of Long Beach, which is 

a recognized leader in retrofitting cargo-handling equipment. These ports are retrofitting some of their trucks, 

18 National Clean Diesel Campaign — 2005 Progress Report 
yard equipment, straddle carriers, and rubber-tired gantry 

cranes with retrofit technologies and cleaner fuels to 

reduce pollution in their local area. 

EPA is also partnering with the American Association of 

Port Authorities (AAPA), the National Association of 

Waterfront Employers, and other entities to develop costeffective methods to improve ports’ environmental performance. For example, in partnership with AAPA, ports, 

and terminal operators around the country, EPA hosted a 

series of clean diesel workshops to discuss the successes and challenges of reducing emissions at ports. In this 

type of venue, ports can share information and brainstorm solutions to their concerns about enhancing environmental performance, while meeting business needs. 

Several ports have already taken measures to reduce 

diesel emissions and can serve as role models for other 

ports. For example, the Port Authority of New York and 

New Jersey led a tenant engine replacement program 

for tenants expanding their fleets. Through this program, 

terminal operators were advised to substitute highway 

engines built to stricter emission standards in place of 

older nonroad engines in yard trucks. After these 

changes were implemented, operations at the port 

increased by 25 percent, while fuel consumption 

dropped by almost 20 percent. These engine replacements also resulted in reductions of NOx emissions by 

31 percent and PM by 32 percent. Additional benefits to 

using newer, highway engines in yard trucks include 

improved reliability, better warranty coverage, and lower 

maintenance costs. 

The Georgia Port Authority responded to its customers’ 

needs and overarching security concerns by introducing 

a Web Access Gate System. The system reduces emissions while improving efficiency by 84 percent and 

increasing gate transactions from 38 manual transactions per hour to 240 per hour. Processing time for 

entering trucks was cut from 22 to six minutes. More 

than 3,000 gallons of fuel are saved each day and the 

reduction in truck idling reduces a half-ton of NOx and 

33 tons of CO2 per day. 

In the coming year, EPA will continue to provide technical 

assistance, support demonstration projects, and showcase results. EPA expects to provide a best practices 

report for port emission inventories in 2006 and will provide additional outreach materials for the program. 

Clean School Bus USA 

Each school day, 

about 24 million children spend an average of one-and-a-half 

hours in a school bus 

on their way to and 

from school. School 

buses have been 

shown to be the 

safest way for children to get to school. However, children are especially 

sensitive to diesel emissions compared to healthy adults 

because they have a faster breathing rate and their respiratory systems are still developing. 

Through the Clean School Bus USA program, EPA is 

working to retrofit or replace the approximately 400,000 

diesel school buses in the United States over the next 

several years. The initiative is a partnership of educators, 

industry and corporate partners, transportation experts, 

public health officials, and other community leaders 

who are committed to protecting children’s health and 

modernizing America’s school bus fleet. 

Because of Clean School Bus USA, more than one million children ride to school in cleaner buses each day. 

The Agency works with more than 150 school districts 

operating 20,000 school buses to reduce diesel emissions. More than 15 million people live in communities 

with cleaner buses and are breathing better air. 

As the program moves forward, emission reductions 

from retrofits alone will lead to 20,000 fewer respiratory 

symptoms and 14,000 fewer asthma exacerbations 

in children. 

National Clean Diesel Campaign — 2005 Progress Report 19 
A key component of the program is the promotion 

of idle-reduction policies in the nation’s 15,000 school 

districts. EPA assists school districts in developing 

programs to encourage bus drivers 

to turn off their buses when they 

Portland, Maine, provides another example of a communi­


ty developing a diesel emission reduction program for its


school bus fleets. This program focuses on idle-reduction


arrive at loading or unloading areas. More than one million 

The Agency has developed an idle- children now ride cleaner

reduction pledge card program that school buses as a result helps school districts recognize drivof the Clean School Bus ers who successfully reduce idling. USA program.

and fuel conservation, route management to assign the cleanest 

buses to the longest routes, and 

investing in newer, cleaner buses 

overall. In a partnership among the 

Portland School Transportation 

Department, the Maine Departments 

of Education and Environmental 

Protection, the Asthma Regional 

Council, and NCDC, the Portland 

Under the Clean School Bus USA 

program, EPA also promotes local 

and state action to reduce school bus emissions. For 

example, the state of Washington is working to retrofit 

bus fleets throughout the state, reducing emissions by 

50 to 90 percent. The Washington State Clean School 

Bus Program affects approximately 5,000 of more than 

9,000 school buses throughout the state—the largest 

voluntary school bus retrofit program in the country. 

Retrofits for buses involve either installing PM filters or 

diesel oxidation catalysts on school bus exhaust systems, depending on the age of the bus and the regional 

availability of ultra-low sulfur diesel fuel. 

School District has replaced 90 percent of its school bus 

fleet with newer, cleaner buses. 

EPA has developed a variety of public outreach and 

awareness materials for 

use with school districts, 

transportation officials, and 

the public, including a general brochure, a technical 

fact sheet, a short video for bus drivers on idling reduction, bookmarks and pencils for children, and an extensive Web site. An array of materials that can be used to 

promote idling reduction and other Clean School Bus 

USA projects nationwide are being developed. 

20 National Clean Diesel Campaign — 2005 Progress Report 
Looking Ahead 

While NCDC has facilitated significant emission 

reductions from diesel engines, a tremendous 

amount of work remains, and substantial 

investments are needed. EPA will continue to work 

aggressively to reduce pollution from diesel engines 

across the country by partnering with key stakeholders 

to promote clean diesel strategies. 

In the upcoming year, EPA will be strengthening and 

enhancing NCDC through many efforts. They include: 

Collaborations and Partnerships 

■ EPA will expand the reach of NCDC voluntary


programs across the nation through targeted 


partnerships with stakeholders from states, 

localities, the construction and emission control 

industries, and environmental groups. 

■ EPA will strengthen existing regional diesel collaboratives and initiate new regional diesel reduction 

initiatives. 

■ EPA will work closely with industry to ensure that 

stringent standards for new engines will meet or 

exceed regulation deadlines. 

■ EPA will also work with stakeholders on a clean 

diesel incentives report that will be submitted to 

the Clean Air Act Advisory Committee in 2006. 

National Clean Diesel Campaign — 2005 Progress Report 21 
New Clean Diesel Tools 

■ EPA will provide new resources to assist state and 

local governments in developing their own clean 

diesel programs. In 2006, EPA will release guidance 

on incorporating retrofit projects into clean air plans. 

This guidance will supplement the Agency’s work 

with DOT on providing guidance for using CMAQ 

funds for retrofit projects. 

■ EPA will expand the clean diesel toolbox by promoting the verification of innovative technologies. 

EPA will examine ways to improve the verification 

process and will begin to confirm the emission 

performance of verified technologies in the field. 

Through in-use testing, the implementation of in-use 

testing protocols for verified technologies will 

provide important information to states that depend 

on the field performance of retrofit technologies 

in their air quality plans. 

Funding 

■ EPA expects to announce more than 25 new Clean 

School Bus USA demonstration grants totaling $7.5 

million in early 2006. 

■ EPA plans to achieve immediate reductions in diesel 

emissions through $12 million in grant funds to 

establish new clean diesel projects in the highway, 

nonroad, and school bus sectors. 

■ EPA will work with DOT on guidance for utilizing 

CMAQ funds administered through DOT. CMAQ has 

a total funding level of $8.6 billion through 2009. 

■ EPA will continue to promote existing state programs—like California’s Carl Moyer Program and the 

Texas Emissions Reduction Plan—to help develop 

new and innovative financial incentive programs with 

other states and local governments. 

Education and Outreach 

■ For each NCDC sector program, EPA will develop new 

and useful educational materials and will continue to 

build awareness by participating in key events. 

For example, the Clean Ports USA program is 

planning additional terminal operator workshops 

across the country to educate equipment 

owners and operators about ways to reduce their 

emissions. The Clean School Bus USA program will 

continue to support children’s health by conducting 

several idle-reduction events throughout the 

country and launching an informational publication 

targeted to children. 

■ EPA will target current PM nonattainment areas


where diesel retrofits and replacements will have


the greatest public health impact. EPA will also 


help states and localities employ diesel reduction


strategies to prepare for a newly proposed PM


national air quality standard. 


Regulations 

■ EPA will ensure the smooth implementation of the 

2007 highway engine standards and ultra-low sulfur 

fuel requirements. 

■ EPA will work with manufacturers to prepare for the 

first wave of nonroad diesel engine standards in 2008. 

■ EPA will develop new emission standards for 


locomotive and large marine diesel engines.


■ EPA will implement the diesel emissions reduction 

provisions of the Energy Policy Act of 2005. 

Technology 

■ EPA will demonstrate the significant emission 

benefits from new, innovative retrofit technologies, 

and bring new technologies to the market. 

Diesel engines will continue to play a vital role in our 

economy, and EPA’s NCDC can help to minimize their 

impact on public health. Through NCDC’s programs, EPA 

has made significant progress toward cleaning up diesel 

engines, and the Agency will continue to work hard at 

this task. We look forward to reporting on new accomplishments and opportunities in the next progress report. 

22 National Clean Diesel Campaign — 2005 Progress Report 
Appendix: Verified Retrofit Technologies


Manufacturer Technology Applicability Reductions (%) 

Particulate Carbon Nitrous HydroMatter Monoxide Oxides carbons 

(PM) (CO) (NOx) (HC) 

Caterpillar, Catalyzed Highway, heavy-heavy and medium­ 20 20 N/A 40 

Inc. Converter/Muffler heavy-duty, 4-cycle, non-EGR, model 

year 1998-2003, turbocharged or naturally aspirated 

Caterpillar, 

Inc. 

Diesel Particulate 

Filter 

Nonroad, 4-cycle, non-EGR equipped, 

model year 1996-2005, turbocharged 

89 90 N/A 93 

engines with power ratings 130 <_ 

KiloWatts < 225 (174.2 <_Horsepower 

< 301.5) 

Clean Diesel Platinum Plus Highway, medium-heavy and heavy­ 25 to 50 16 to 50 0 to 5 40 to 50 

Technologies, Purifier System heavy-duty, 4-cycle, model year 1988 

Inc. (Fuel Borne -2003, turbocharged or naturally aspiCatalyst plus DOC) rated 

Clean Diesel Platinum Plus Highway, medium-heavy duty, 4 cycle, 55 to 76 50 to 66 0 to 9 75 to 89 

Technologies, Fuel Borne model year 1991-2003, non-EGR, 

Inc. Catalyst/Catalyzed turbocharged or naturally aspirated 

Wire Mesh Filter 

System 

Donaldson Series 6000 DOC 

& Spiracle 

(closed crankcase 

filtration system) 

Highway, heavy-heavy- and mediumheavy-duty, 4-cycle, non-EGR, model 

year 1991-2003, turbocharged or 

naturally aspirated 

25 to 33 13 to 23 N/A 50 to 52 

Donaldson Series 6100 DOC Highway, heavy-heavy and mediumheavy-duty, 4 cycle, non-EGR, model 

year 1991-2003, turbocharged or 

naturally aspirated 

20 to 26 38 to 41 N/A 49 to 66 

Donaldson Series 6100 DOC Highway, heavy-heavy- and medium­ 28 to 32 31 to 34 N/A 42 

& Spiracle heavy-duty, 4-cycle, non-EGR, model 

(closed crankcase 

filtration system) 

year 1991-2003, turbocharged or 

naturally aspirated 

Engelhard DPX Catalyzed Highway, heavy-duty, 4-cycle, model 60 60 N/A 60 

Diesel Particulate year 1994-2002, turbocharged or natFilter urally aspirated 

Engelhard CMX Catalyst 

Muffler 

Heavy-duty, highway, 2-cycle engines 20 40 N/A 50 

Engelhard CMX Catalyst 

Muffler 

Heavy-duty, highway, 4-cycle engines 20 40 N/A 50 

International 

Truck & 

Engine Corp. 

Green Diesel 

Technology-Low 

NOx Calibration 

plus DOC with 

Ultra-Low Sulfur 

Highway light heavy-duty, 4-cycle, 

Navistar/International engines, model 

years 1999-2003 in the following 

families: XNVXH0444ANA 

YNVXH0444ANB 

0 to 10 10 to 20 25 50 

Diesel 1NVXH0444ANB 

2NVXH0444ANB 

3NVXH0444ANB 

National Clean Diesel Campaign — 2005 Progress Report 23 
Appendix: Verified Retrofit Technologies (continued)


Manufacturer Technology Applicability Reductions (%) 

PM CO NOx HC 

Johnson Catalyzed Highway, heavy-heavy, medium-heavy, 60 60 N/A 60 

Matthey Continuously 

Regenerating 

light-heavy-duty, urban bus, 4-cycle, 

non-EGR model year 1994-2003, 

Technology turbocharged or naturally aspirated 

Particulate Filter engines 

Johnson Continuously Heavy-duty, highway, 2- & 4-cycle, 60 60 N/A 60 

Matthey Regenerating model year 1994-2002, turbocharged 

Technology or naturally aspirated engines 

Particulate Filter 

Johnson CEMTM Catalytic Highway, heavy-heavy, medium-heavy, 20 40 N/A 50 

Matthey Exhaust Muffler 

and/or DCCTM 

light-heavy-duty, non-urban bus, 4­

cycle, non-EGR model year 1991­

Catalytic 2003, turbocharged or naturally aspiConverter rated engines 

Johnson 

Matthey 

CEM Catalyst 

Muffler 

Heavy-duty, highway, 2-cycle engines 20 40 N/A 50 

Lubrizol PuriNOxWater 

emulsion fuel 

Heavy-duty, highway & nonroad, 

2- & 4-cycle 

16 to 58 -35 to 33 9 to 20 -30 to -120 

Lubrizol Engine Purifilter - Diesel Highway heavy-heavy-duty, medium 90 75 N/A 85 

Control Systems Particulate Filter heavy-duty; urban bus; 4-cycle; model 

years 1994-2003; turbocharged or 

naturally aspirated; non-EGR engines 

Lubrizol Engine AZ Purimuffler or Highway medium heavy-duty, 4-cycle, 40 40 N/A 70 

Control Systems AZ Purifier DOC model years 1991-2003 Cummins and 

with Low-Sulfur 

Diesel Fuel (30 

ppm S max) 

Navistar/International engines originally manufactured without any aftertreatment which are turbocharged or 

naturally aspirated, non-EGR engines 

Lubrizol Engine AZ Purimuffler or Highway heavy-heavy-duty, 4-cycle, 35 40 N/A 70 

Control Systems AZ Purifier DOC 

with Low-Sulfur 

Diesel Fuel (30 

model years 1991-1993 Cummins 

engines originally manufactured without exhaust aftertreatment which are 

ppm S max) turbocharged or naturally aspirated, 

non-EGR engines 

Lubrizol Engine 

Control Systems 

AZ Purimuffler 

AZ Purifier 

Heavy-duty, highway, 2-cycle engines 20 40 N/A 50 

Lubrizol Engine 

Control Systems 

AZ Purimuffler 

AZ Purifier 

Heavy-duty, highway, 4-cycle engines 20 40 N/A 50 

Various Biodiesel 

(1 to 100%) 

Heavy-duty, highway, 2- & 4- cycle 0 to 47 0 to 47 0 to -10 0 to 67 

Various Cetane 

Enhancers 

Heavy-duty, highway, 4-cycle, nonEGR-equipped 

N/A N/A 0 to 5 N/A 

24 National Clean Diesel Campaign — 2005 Progress Report 

Office of Transportation and Air Quality (6401A) 

EPA420-R-06-009 

June 2006 

www.epa.gov/otaq 

National Clean Diesel Campaign 

Recycled/Recyclable—Printed with vegetable oil based inks on 100% postconsumer, process chlorine free recycled paper.