MarchCARB 2019 Heavy-Duty Low NOx Omnibus Rulemaking Public Workshop September 26, 2019 Naveen Berry, Assistant DEO, Office of Technology Advancement 20 min increments Cancer Risk Assessment – Diesel Exhaust 2005 2012 NOx Reductions Needed 250 Heavy-Duty Diesel Trucks 200 Off-Road Mobile 45-55% Equipment Ocean Going Vessels Tons/day 150 2023 Locomotives Cars/Light-Duty Trucks/SUVs NOx Tons/Day NOx 100 Aircraft 2032 RECLAIM Commercial Manufacturing Harbor Craft and Industrial Residential Fuel 50 Combustion Service and Medium-Duty Buses Commercial Trucks Recreational Boats Other 0 4 2018 Annual Enforcement Report, June 2019 IHS/Polk Data - CA Heavy Duty Trucks (Aggregate) 3500 3000 These trucks will be replaced mostly with 2010+ trucks that subject high low load emissions!!! 2500 2000 1500 1000 500 0 In-Use Emissions Still Need to be Addressed2 • Modification to CARB proposed HDIUT and new LLC will help address high in-use emissions from low load/idle operation • But timing? UCR Source: CARB White Paper Source: Johnson et al (2015, 2018, 2019), “Ultra-Low NOx Near- Zero Natural Gas Vehicle Evaluation“, Final Reports to SCAQMD Current Proposal Not Stringent Enough for 2023 Goal 2023 ozone attainment? Source: CARB White Paper Natural Gas Nero Zero Technology Proven Successful Past 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 already meet 2027 GHG standard − MECA White Paper reinforces Source: CARB White Paper feasible technology pathway 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 Takeaways • 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.