March 2019CARB Heavy-Duty Low NOx Omnibus Rulemaking Public Workshop September 26, 2019

Naveen Berry, Assistant DEO, Office of Technology Advancement

20 min increments

2005 2012

Cancer Risk Assessment – Diesel Exhaust

Other

Recreational Boats

BusesMedium-Duty Trucks

Service and Commercial

Residential Fuel Combustion

Manufacturing and Industrial

Commercial Harbor Craft

RECLAIM

Aircraft

Cars/Light-Duty Trucks/SUVs

Locomotives

Ocean Going Vessels

Off-Road Mobile Equipment

Heavy-Duty Diesel Trucks

0

50

100

150

200

250

NO

x To

ns/D

ay

2023

2032

45-55%

NOx Reductions Needed

4

Tons/day

2018 Annual Enforcement Report, June 2019

0

500

1000

1500

2000

2500

3000

3500

IHS/Polk Data - CA Heavy Duty Trucks(Aggregate)

These trucks will be replaced mostly with 2010+ trucks that subject high low load emissions!!!

In-Use Emissions Still Need to be Addressed2

Source: Johnson et al (2015, 2018, 2019), “Ultra-Low NOx Near-Zero Natural Gas Vehicle Evaluation“, Final Reports to SCAQMD

UCR

Source: CARB White Paper

• Modification to CARB proposed HDIUT and new LLC will help address high in-use emissions from low load/idle operation

• But timing?

Source: CARB White Paper

Current Proposal Not Stringent Enough for 2023 Goal

2023 ozone attainment?

Natural Gas Nero Zero Technology Proven SuccessfulPast and on-going • HD: CWI 9-liter (L9N) and 12-liter (ISX12N) certified at 0.02g-NOx/bhp-hr− Commercialized in Class 7-8 trucks, including heavy duty trucks and

buses• Medium Duty: CNG and LPG conversions certified to 0.02 g-NOx/bhp-hr

(Additional engine certifications underway)

2018 Department of Energy Solicitation through NREL• Partnership with California Energy Commission & SoCalGas Company• Nearly $27 million awarded − Cummins: 12L-15L CNG engine technology efficiency improvement− US Hybrid: Plug-in Parallel Hybrid Electric truck with L9N CNG/0.02g-

NOx/bhp-hr− SwRI: 5.4L CNG Isuzu engine integrated into a hybrid electric medium-

duty truck

90% NOx reductions and significant GHG benefits when combined with Renewable fuels

Diesel Engines Today Can Be Subjected to More Stringent NOx Standard• Phase 2 GHG Standards

proposes challenges ahead; technology pathway can also yield NOx reductions

• Engines today can be further optimized − Five diesel engine families already

certified below proposed MY2024-MY2026 step 2 NOx standard (0.05-0.08 g/bhp-hr), three families alreadymeet 2027 GHG standard

− MECA White Paper reinforces feasible technology pathway

Source: CARB White Paper

Near-Zero Diesel Technology Pathways Feasible• Key demonstration projects show

success− CARB Ultra-Low Emission Diesel Program at SwRI

(further on-road demo planned)− Achates Power Opposed Piston Engine

Development− Cylinder Deactivation with WVU and CARB

Program

• Future pathways• Next generation OEM developed diesel-hybrid

powertrains optimized for both NOx and GHG show promise

• Pathways toward 0.02 should not be viewed as technology forcing but rather currently available and feasible

Source: Robertson (2019), Regner (2019), Miwa (2019) and Stanton (2019) presentations to UW ERC 2019 Symposium

Pathways to Cleaner Air• Near Term: Near-Zero NOx ICEs, Hybrids, Cleaner Diesel• Longer Term: Battery Electric and Hydrogen Fuel Cell

SCAQMD Perspective – Proposed Timeline

• Significant NOx reductions needed from mobile sector• Current CARB proposed timeline – does not support 2023 attainment goals• In-use emissions expected to be addressed but need to be done sooner• NZE technology and technology pathway available today• Stringent standard (0.02 g/hp-hr) and earlier phase in dates will assist

near-term ozone attainment

Takeaways