RTD Presentation

Natural Gas Buses
The Right Choice for RTD and the Denver Metro Region
A Response to RTDs Staff Presentation to the RTD Operations Committee on January 9, 2004
The Issue
The Regional Transportation District (RTD) has a long history of issuing diesel-only new bus RFPs for standard heavy-duty bus service. Consequently, RTD taxpayers and commuters are denied the cleaner, quieter heavy-duty natural gas buses used by other transit agencies throughout the country. Given the performance, durability and emissions advantages; given the competitive cost; given substantial federal and state financial incentives; given the Denver metro-regions non-compliance with the Federal ozone standards for the third consecutive year; given that Colorado is a major natural gas producer; and given our nations reliance on foreign oil, we believe natural gas is by far the most responsible heavy-duty bus option for RTD taxpayers and commuters.
Sample Transit Agencies Using Natural Gas Buses

Agency Albuquerque (5,000 ft) Santa Fe (7,000 ft) Pierce Transit Phoenix Atlanta Los Angeles MTA New York Boston San Diego Sacramento RT Denver Intl Airport Foothill (Pomona, CA) SunLine (Palm Springs, CA) Culver City, CA
(Seattle, WA)
# of Natural Gas Buses 60 24 176 543 (Liquefied natural gas) 324 2,000 221 375 375? 241 32 120 56 24
3
High Altitude
Introduction
Compressed natural gas (CNG) transit bus engines offer the lowest emissions commercially available1 All but one major transit bus manufacturer in the United States builds CNG transit buses 22% of all new buses on order in the United States are CNG2 CNG transit bus engines are the quietest commercially available
4
Los Angeles MTA CNG Manufactured by NABI - 2002
Introduction
CNG transit buses are cost competitive with diesel buses In cases where CNG transit bus bids are higher than diesel, outside funding sources usually cover the incremental cost (CMAQ, FTA, etc.) Clean Energy will pay any incremental cost incurred by RTD up to $10,000 per bus along with a multi-year fueling agreement In addition, Colorado offers a State tax credit for dedicated CNG vehicles
Culver City, CA CNG
Introduction
Transit agencies throughout the country/world operate CNG Transit buses successfully
The successful operation of 32 CNG buses at DIA for the last two years proves that CNG buses function well at our altitude.3 The City of Santa Fes CNG transit fleet successfully operates at 7,000 feet and demonstrates that CNG buses function well at higher altitudes.4
Colorado is a major natural gas producer

Use of natural gas vehicles support our local economy. Use of natural gas vehicles reduces our dependence on foreign oil. According to the US DOE Energy Information Agency, the United States currently imports 63% of our oil.
6
Orange County, CA - LNG
Introduction
On April 15, 2004, EPA Region 8 will designate the Denver region as a non-attainment area for the Federal ozone standard.5 NOx is a primary contributor to ozone, therefore reducing NOx emissions will help reduce ozone. By 2007 all new bus purchases in the United States must meet much stricter Federal emission standards.
CNG transit buses built today already meet 2007 Particulate Matter emission standards, while the most advanced diesel engines built today do not meet these standards.
By purchasing CNG transit buses now, RTD is well positioned to demonstrate emissions compliance now and in the future.
Foothill Transit, Pomona, CA - CNG
RTD has the largest heavy duty diesel fleet in the metro region with over 1100 buses. When compared to other heavy duty fleets in the region, RTD is arguably the largest source of mobile NOx emissions.
Introduction
The presentation to the Operations Committee on January 9, 2004 was critically flawed for multiple reasons:
Staffs presentation compared 2003 clean diesel engines equipped with emission control systems that require Ultra Low Sulfur Diesel fuel with circa 1996 CNG engines. Staff has not disclosed the engine and fuel technology they intend to procure (e.g., conventional diesel vs. clean diesel) Staff overlooked the maintenance and training costs for these emission control systems associated with clean diesel Staff did not report that emissions control systems used to clean up diesel engines (such as particulate filters) cause major problems in other transit fleets.6 Ultra Low Sulfur Diesel fuel is not commercially available in Colorado. If and when Ultra Low Sulfur Diesel fuel is commercially available in Colorado, RTD will pay a premium for the fuel. The presentation ignored this fact. Costs for operating natural gas buses was exaggerated.
Washington DC Transit - CNG
What Did Staff Intend?

Engine Technology
Conventional Diesel Clean Diesel
ppm = parts per million Staffs presentation was mixed with references to both conventional and clean diesel technology without identifying their intent. If staffs intention is to purchase conventional diesel buses:
Why did staff use data based on clean diesel buses using advanced emission control equipment and requiring Ultra Low Sulfur Diesel fuel? If staffs intent is to purchase conventional diesel buses then by any objective standard, natural gas buses are the preferred alternative for emissions particularly NOx and Particulate Matter, noise and engine life.
Required Fuel
Standard Diesel Fuel (<500 ppm sulfur) Ultra Low Sulfur Diesel (<15 ppm sulfur)
If staffs intention is to purchase clean diesel buses using Ultra Low Sulfur Diesel Fuel, then staff failed to disclose two important facts:
The fuel is not commercially available in Colorado The associated increased capital and operating costs
9
Emissions Regional Impact

For the past three years, the Denver region has failed to meet the Federal ozone standard. On April 15, 2004, EPA Region 8 will designate the Denver region as a non-attainment area for the Federal ozone standard. RTD is not currently a partner in the metro-regions Early Action Compact, a voluntary agreement with the EPA
to return our region to compliance with the Clean Air Act.
RTD operates the largest heavy duty diesel fleet in the metro region with over 1100 buses. When compared to other heavy duty fleets in the metro region, RTD is arguably the largest source of mobile NOx emissions. Should FasTracks be approved by voters, the region will need to anticipate emissions impacts from two sources.
Operation of FasTracks construction equipment Increased idling due to construction related traffic delays
San Diego MTDB - CNG
10
Emissions Comparison

0.05
Emission results from CNG buses equipped with a catalyzed particulate filter vs. so-called clean diesel bus equipped with a diesel particulate filter using Ultra Low Sulfur Diesel7 Ultra Low Sulfur Diesel is not commercially available in Colorado With NOx being a major contributor to ground level ozone and Denvers existing air quality problems, CNG offers superior emission benefits
8 7
48 42 36 30
27 24 21 18
Diesel
0.04
6 5 4
CNG
0.03
15
24 18 12 6 0
NMHC\THCx10
12 9 6 3 0
Source: 2003 NREL WMATA Emissions study RTD staff cited no source for their emissions data. Total Hydrocarbons (THC) measured for diesel, Nonmethane Hydro Carbon (NMHC) measured for CNG. 11
0.02
3 2 1
0.01
0 Particulate Matter (PM)
Oxides of Nitrogen (NOx)
Carbon Monoxide (CO)
2003 Diesel vs. CNG Emissions Study

conducted by the California Air Resources Board, UC Davis and University of Connecticut
35 30 25 20 15 10 5 0
Diesel Diesel (DOC) (DPF) CNG CNG-1 CNG-2 (OC) (OC)
NOx NO2
DOC-Diesel Oxidation Catalyst DPF Diesel Particulate Filter OC- Oxidation Catalyst
12
What does the EPA say about natural gas vs. diesel engines?
The next slide shows EPA-certified emissions for diesel and natural gas engines available in 2002 and 2003. The natural gas engines results are clustered in the lower left where both major emissions -nitrogen oxides (NOx) and particulate matter (PM) are much lower than diesel.
13
0.12 0.10
Todays Heavy-Duty Diesel and Natural Gas EPA-Certified Engine Emissions
PM (g/bhp-hr)
0.08 0.06 0.04 0.02 0.00 0.0

CNG pre MY2003 CNG MY2003 Diesel pre MY2003 Diesel MY2003
1.0
2.0
3.0
4.0
5.0
14
NOx (g/bhp-hr)
Source: DOE 1/28/03 Presentation
What does Detroit Diesel say about natural gas engines?

The following slide was presented by Detroit Diesel -- one of the two major transit bus engine suppliers -- at a transit meeting in the fall of 2002. Their natural gas engine -- the 50G -- has much lower NOx, carbon monoxide (CO) and PM emissions than those required for diesels. Through the use of a simple oxidation catalyst, CO emissions are essentially zero and PM emissions are one-fifth of the diesel standard.
15
Series 50G Emissions Detroit Diesel Status

NOx EPA Standard CARB Standard S50G 275 BHP With Catalyst S50G 275 BHP No Catalyst S50G Cont. Dev. No Catalyst 2.5 1.8 1.2 1.9 1.8 G/HP-HR NMHC CO NOx+NMHC 15.5 NOx+NMHC 15.5 NOx+NMHC NOx+NMHC NOx+NMHC 0 2.1 2.1 PM 0.05 0.05 0.01 0.02 0.02
Source: DDC Presentation, 10/22/02 Source: DDC Presentation, 10/22/02

16
What does Cummins Westport say about natural gas engines?

Our spark-ignited (natural gas) engines provide reductions of up to 90% for particulate matter (PM), up to 24% for oxides of nitrogen (NOx) and up to 10% for carbon dioxide (CO2) compared with 2004 diesel standards.
Source: Cummins Westport Clean Engines for Buses, Fall 2002. Cummins Westport is the other major transit bus engine supplier.
17
How do future diesel and natural gas engines compare?

NOx + NMHC 2002/20041 EPA Standards 2007 EPA Standards2 Green Diesel Technology3 Low emission CNG engine4
1 Originally
NOx
NMHC
PM 0.05
THC
CO 15.5
2.5 0.2 3.0 0.117 0.104 0.013
0.01 0.005 0.001 0 05 1.49
these standards took effect in 2004, but HD diesel manufacturers agreed to meet them in 2002 in a consent decree in response to EPAs claim that they cheated on earlier emission standards. standards are phased in starting in 2007.
2 These
school bus engine using Green Diesel Technology as reported on Internationals Green Diesel Technology website, 4/03 6.0 L CNG stoichiometric TWC engine developed under DOEs NGNGV program, reported by Dr. Alex Lawson, TeleflexGFI Control Systems, 12/2/02 and 4/3/03.
5 Actually 4 Low-emission
3 T444E
reported as 0.19 rounded to one significant figure to compare with Green Diesel figure.
18
Diesels are rapidly becoming more complicated and expensive

AIR FILTER
EGR COOLER
LPL EGR
The slide demonstrates a range of options of additional emissions reduction equipment that will be required for diesel engines to meet 2007 Federal emission standards.
INTAKE THROTTLE
T (IMP)
N TPS
SCR AR
CB-DPF SCR
CLEANUP CATALYST
The diesel engine manufacturers will find it more difficult and costly to meet the 2010 Federal emission standards
EGR VALVE EXHAUST UREA INJECTION LPL EGR PICKUP
EXHAUST DAMPER
EXHAUST ATA AFTERCOOLER
MANIFOLD
UREA INJECTION CONTROL
DIESEL ENGINE
UREA
Source: Southwest Research Institute (SWRI), presentation to American Trucking Association 5/14/2003
PRESSURE CONTROL UREA PUMP
INTAKE
MANIFOLD
The emission control systems required for heavy duty trucks, will be the same for buses
19
Performance
Noise Efficiency Durability Range Fueling Maintenance
Our 2002 CNG buses out performed our diesel
-Mike Quirk, Maintenance Manager, First Transit (Pomona, CA)
20
Noise8
140 120
Decibel Level
100
80
60
40
20
0 Jet Engine at 300 ft. Jackhammer Diesel Engine (Full Load) Busy Urban Street NG Engine (Full Load) Diesel Engine (No Load) Garbage Disposal NG Engine (No Load) Conversation in Conversation at Restaurant Home
It is important to understand that the difference between decibels is an exponential measurement, not a linear
measurement. For example, one idling heavy duty diesel engine is louder than ten idling natural gas engines combined.
21 Natural gas buses are dramatically quieter than their diesel counterparts a benefit valued by communities and a image enhancer for transit agencies.
Efficiency
Staff presentation appears to claim conventional heavy-duty diesel transit buses typically achieve 4.6 miles per gallon (mpg) vs. 3.7 mpg for comparable CNG buses. Reality: The national MPG average for heavy-duty diesel transit buses is between 3.5 and 4.0 MPG although MPG varies depending on engine and bus size, use of air conditioning, the bus route and other variables. (Source: Dwight Hanson, Western Regional Manager, Cummins Westport) Reality: If staff procures Clean diesel buses requiring advanced emission control equipment and Ultra Low Sulfur Diesel, fuel efficiency will drop to between 3.3 and 3.8. (Source #9) Reality: CNG transit buses regularly achieve between 3.3 and 3.5 MPG. Again, MPG varies depending on engine and bus size, use of air conditioning, the bus route and other variables. (Source: Bob Bach, Operations Manager, OmniTrans) 22
New York MTA - CNG
Durability
Staff presentation claims conventional heavy duty diesel transit engines have a life of 300,000 miles while comparable CNG engines have a life of only 150,000 miles
Reality: CNG transit buses regularly achieve over 400,000 miles before requiring first engine overhaul10
OmniTrans (San Bernardino, CA) CNG
23
Range
Staff claims the maximum range for CNG buses is only 350 miles vs. diesel transit buses with a range of 450 miles.
Reality: RTDs RFP can and should dictate bus operating range which, in turn, will dictate on-board fuel storage capacity. Reality: Natural gas buses are constructed to provide 400-500 mile range.
24
Fueling
Staff claims fueling time for diesel buses is 3-minutes per bus while fueling time for CNG buses is 15-20 minutes.
Reality: Transit agencies across the US require CNG fuel suppliers to meet 8-minute fueling time (or less) per bus11. Reality: Fueling time comparison is largely irrelevant. Standard operations dictate bus cleaning, fueling and preventative maintenance occur simultaneously within a 10-15 minute window.
25
Fueling
Denvers natural gas is often mischaracterized
Staff refers to the Denver-metro regions natural gas as being low quality and/or possessing 10% less energy than the national average implying this somehow equates to less fuel economy, poorer engine performance or higher emissions. Reality: While the Denver-metro regions natural gas does contain 10% fewer BTUs per cubic foot than the national average, this has absolutely no relationship to engine performance, emissions or cost. RTD buys natural gas based on the energy contained in an equivalent gallon of diesel fuel. The question for RTD is one of range. Reality: As a practical matter, the 10% lower BTU content may require 10% larger on-board fuel storage vessels. RTDs RFP dictates bus range. Bus range, in turn, dictates the size of the on-board fuel storage vessels. Clean Energy charges RTD only for the fuels energy content, not for the fuels spatial volume.
26
Maintenance
Staff claims no additional training is needed for new diesel buses, whereas CNG transit buses require more maintenance and personnel training.
Reality: In order to meet EPA Clean Air standards, expensive and complicated diesel emissions control systems are required. These systems demand additional training and maintenance. (NYMTA)12
Staff claims 4,300 miles between road-calls for diesel and 2,100 miles for CNG.
Reality: Road-calls are not an accurate portrayal of engine reliability, because the term road-call includes flat tires, broken wheelchair lifts, as well as mechanical failures. In fact, mean time between engine failure is a more appropriate engine reliability measure.
27
Cummins C Gas Plus Customer Satisfaction Survey- Ranking13

Cummins is one of the leading engine manufacturers for transit buses. Majority of Cummins customers using its CNG engine rated the C Gas Plus model excellent or good on 7 of 8 criteria.
Low Emissions Ease of Servicing Safety Driver Satisfaction Low Noise Levels Availability of Parts Frequency of Engine Breakdowns
Engine is rated by 88% of customers as an improvement over its predecessors C8.3G and L10G. 70% of managers reported that the C Gas Plus has improved their perception of natural gas engines overall. 90% of managers are likely to repurchase the C Gas Plus.
South Coast Area Transit (Oxnard, CA) CNG
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Capital Costs - Buses

Staff claims CNG buses costs $30,000-$50,000 more per bus than for comparable diesel buses.
Reality: Recent bids show CNG buses are cost competitive with diesel buses.14 Reality: In a recent large bus procurement, the incremental capital cost was $7,000 per bus.14 Reality: The cost differential for RTD is unknown because RTD excludes natural gas buses from its RFPs. Reality: FTA will likely reimburse RTD for 95% of any incremental procurement cost. Reality: Clean Energy will pay any incremental cost up to $10,000 along with a multi-year fueling agreement.
29
Pierce Transit (Seattle, WA) - CNG
Capital Costs Fueling

Staff claims a new CNG fuel station for 63-100 buses will cost $2-$4 million.
Reality: Very large CNG fueling stations do cost $24 million however, at several transit agencies including Los Angeles and Boston the Federal Transit Administration covered 100% of the cost of the natural gas fueling station. Reality: In the event FTA does not provide funding, private fuel suppliers can amortize the cost over the life of the bus, so there is no additional upfront cost to RTD. Reality: For 63 buses the CNG fueling station would cost about $1.25 million, half of what staff claims. Reality: RTD spent $0 on the existing CNG station for the mall buses 100% of the upfront cost was covered by Clean Energy and recouped through a multi-year fueling agreement. Boston (60 articulated) CNG
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Maintenance Costs
Staff claims CNG buses are 60% more expensive to maintain.
Reality: Pierce Transit in Seattle, Washington reports CNG costs $0.36/mile to operate and diesel costs $0.58/mile to operate (parts, labor, fuel, lubricants, and tires).15 Reality: Significant engineering improvements in CNG engines are pushing the costs per mile down while pushing up the cost per mile for new diesels due to complicated and expensive emission control systems that advanced diesels demand.
NYMTA reports that diesel transit buses equipped with particulate matter traps increase maintenance costs by $300-$600 per bus per year. Additionally, the required replacement filters cost $2,600-$5,000 per filter, required by Clean Diesel technology. 16 NYMTA also reports that NOx control systems and PM traps in combination cause additional maintenance issues and conflicts.16
Phoenix Transit - LNG
31
Operating Costs: Pierce Transit (Seattle)

Oil Consumption
C+8.3G C8.3G L10 Ph III
Better
Fuel Consumption
C+8.3G C8.3G L10 Ph III L10 Ph II L10 Ph I Diesel
Better
Standard CNG engine available from Cummins (engine used by RTD)
L10 Ph II L10 Ph I Diesel 0 500 1000 1500 2000 2500
0.0
1.0
2.0
3.0
4.0
5.0
6.0
Miles per quart
Miles per diesel gallon equivalent
Total Cost Per Mile

Its a bit deceiving because over half of the diesel buses that we continue to operate, are running in express freeway servicea service that is easier on the hardware. Ron Shipley, Pierce Transit
C+8.3G C8.3G L10 Ph III L10 Ph II L10 Ph I Diesel $$0.00 $0.20 $0.40 $0.60 $0.80
Better
C Gas Pluspowered buses cost $0.36/mile nearly the cost of early model CNG engines
32
*Includes parts, labor, fuel, lubricants, and tires
Operating Costs: Sacramento RT
Oil Consumption (miles per quart)
CNG Diesel
Fuel Economy (MPG)
CNG Diesel
50
100
150
200
250
300
350
400
450
500
Source: Sacramento RT, July 2003 December 2003 Monthly Maintenance Report
Cost Per Mile
CNG Diesel
0.68
0.7
0.72
0.74
0.76
33
Fuel Cost
Staff claims cost for diesel is $0.90 per gallon and CNG costs $1.56 per gallon.
Reality: Clean Energy currently charges $1.56 for CNG at its very low volume stations (less than 2,000 gallons per month) which includes the RTD Boulder site (3, 30 buses circa 1998) which RTD committed to use in excess of 10,000 gallons per month, but only dispenses 600 gallons per month. Reality: We anticipate RTDs cost for standard diesel to be $0.93-$0.98 per gallon in the coming years depending on the price per barrel of oil. Reality: Even if Ultra Low Sulfur Diesel were available in Colorado (and its NOT), the cost per gallon would likely be between $1.05-$1.13.
34
Denver International Airport - CNG
Natural Gas Pricing

CNG and LNG pricing is based on several factors
Natural gas commodity Compression cost (CNG) Operation and Maintenance Transportation/liquefaction (LNG)
LNG is transported over the road similar to diesel CNG Commodity @ $4.75/MMBtu Liquefaction & Transportation (from Ignacio) Compression Cost (electricity) O&M ( labor, parts, fixed costs, profit) TOTAL per diesel gallon equivalent $0.66 n/a LNG $0.66 $0.25
$0.10 $0.27$0.30
n/a $0.17
Monthly/annual gallons dispensed

The more gallons dispensed lower the cost for operation and maintenance
Station capital can be amortized over 10 year period, exact cost per gallon is dependent on station size, and annual gallons dispensed At Clean Energys sites where it must recoup the initial station capital, fuel prices are higher
$1.03$1.06
$1.01
35
Fuel Cost
In addition, emission control systems that will be required on new diesel engines will decrease fuel economy by 3-7%.17 Based on current natural gas prices, the fuel costs, including station operation (maintenance, electricity), ranges from $0.85 to $1.06 per gallon. RTD has the option of purchasing multiyear fixed price natural gas contracts, thereby creating budget predictability.
36
Phoenix International Airport - CNG
Funding Options
No additional funding may be needed if CNG bids come in at or lower than diesel bids If natural gas bids come in higher than diesel there are several sources of funding:
Federal Transit Administration (FTA)
As long as RTD owns the bus, FTA will reimburse RTD for 95% of any incremental cost for natural gas buses Additionally FTA often reimburses transit agencies for the natural gas related infrastructure improvements (i.e. fueling station and garage modifications)
SunLine Transit (Palm Springs, CA) - CNG
Clean Energy will pay any incremental cost up to $10,000 along with a multi-year fueling agreement
37
Funding Options
Congestion Mitigation and Air Quality (CMAQ) US Department of Energy State Energy Projects
Regularly funds CNG projects up to $150,000 per project for incremental capital cost
Tax credits
Existing Colorado State Tax Credit
If buses are purchased by RTDs contractor and leased back to RTD operator can take a 50% tax credit on the incremental cost
Pending Federal energy bill includes tax credit provisions that would cover 80% of incremental cost
38
Natural Gas buses are widely used

22% of all new transit buses on order in the US are natural gas19 Other countries see the future and are deploying CNG powered buses. For example, in Beijing, China 90% of their 18,000 bus fleet will be natural gas by 200718 Of the 2,300 transit buses operating in Los Angeles over 2,000 operate on CNG
39
Summary
Given the demonstrated cost, emissions, performance, durability advantages of natural gas buses, RTD should allow natural gas buses to compete in all new bus RFPs. Its proven that natural gas buses have lower emissions than diesel buses (particularly NOx) and will continue to have lower emissions into the future. CNG engines are noticeably quieter than diesel. Current CNG buses are more than cost competitive when compared to diesel buses given the tremendous opportunities to secure multiple Federal, State, and private sector incentives.
40
Summary
The emission reductions from CNG buses can offset emission increases associated with FasTracks construction. CNG fuel suppliers can provide 100% of the capital for the fueling infrastructure as part of a long term fueling agreement. If the region goes into Ozone non-attainment there is a potential loss of Federal Highway funds.
41
Sources
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. NREL, 2003, WMATA Emissions Study http://www.apta.com/research/stats/bus/busmktpower.cfm Terry Henry, DIA (303) 342-2885 Tom Williams, Santa Fe Trails, (505) 955-2004 December 3, 2003 letter to Gov. Owens from US EPA Region 8 Administrator. Washington Post, 11-21-03, DC Buses Plagued by Diesel Reliability Problems NREL, 2003 WMATA Emissions Study Cummins Westport and Temple University http://www.eia.doe.gov/oiaf/servicerpt/ulsd/chapter2.html Presentation by Don Moore, Pierce Transit, Clean Cities Conference, May 2003 Contract between Clean Energy and MBTA (Boston), and contract between Trillium USA and NYMTA and LAMTA. Presentation by Dana Lowell, New York MTA, Diesel Day at World Bank, January 2003 Cummins Westport customer satisfaction survey, 2003. Bid information from San Diego MTDB and Boston MBTA on 40 transit buses from NABI Presentation by Don Moore, Pierce Transit, Clean Cities Conference, May 2003 Presentation by Dana Lowell, New York MTA, Diesel Day at World Bank, January 2003 http://www.eia.doe.gov/oiaf/servicerpt/ulsd/chapter2.html Cummins Westport press release, October 23, 2003 http://www.apta.com/research/stats/bus/busmktpower.cfm
42
Diesel Health Impacts & Recent Comparisons to Other Fuels

Diane Bailey, Staff Scientist, Natural Resources Defense Council DEER Conference, San Diego, CA, August 2002
NRDC
The Natural Resources Defense Council is a national, non-profit organization of scientists, lawyers and environmental specialists dedicated to protecting public health and the environment. Founded in 1970, NRDC has more than 500,000 members nationwide, served from offices in New York, Washington, Los Angeles and San Francisco.
General Health Effects of Diesel Exhaust
General Acute Exposure Effects: Nausea, eye irritation, increased blood pressure, headache, light-headedness, loss of appetite, poor coordination & difficulty concentrating.1 Diesel Particulates (PM) and Nitrogen Oxides (NOx) are responsible for a wide array of health problems. Typical Diesel exhaust contains up to 40 different air toxics, including arsenic, dioxins, formaldehyde, lead and mercury compounds. Listed as a Toxic Air Contaminant (TAC) by the Cal. Air Resources Board in 1998.
Agency for Toxic Substances and Disease Registry, http://www.atsdr.cdc.gov/tfacts75.html
Diesel Exhaust Particulates

Diesel exhaust is a major source of fine particles, which can lodge deep in the lungs, carrying other air toxics with them. Numerous studies have shown that fine particulates:1

Impair lung function Aggravate respiratory problems: Bronchitis, emphysema, asthma Are associated with premature mortality.
Generally, health risks from fine PM exposure in most large cities translates to a 20% increase in risk of developing lung cancer for a nonsmoker. This is analogous to living with a smoker.2
1 2
Pope et. al., J. Am. Medical Assoc., 287:1132-1142, 2002. Hood., Environmental Health Perspectives, 110:A456, 2002.
Particulate Related Mortality
Many studies tie fine PM to increased hospital admissions for respiratory diseases, chronic obstructive lung disease (COPD), pneumonia, and heart disease, including elevated risk of acute myocardial infarction (heart attack).1 An NRDC study of 239 U.S. cities estimated an annual death toll of 50,000 due to fine particulate pollution. U.S. EPA estimates that 8,300 premature deaths will be avoided annually by 2030, due to the 2007 On-Road Heavyduty Diesel Engine & Fuel Standards.2
1 2
Peters et. al., Circulation, 103:2810-2815, 2001. Tables VII-19 & 22, Regulatory Impact Analysis Document
Carcinogenic Effects
The State of California classified Diesel exhaust as a known lung carcinogen in 1990. Numerous other agencies U.S. & International consider diesel exhaust likely to be carcinogenic. Scores of studies have shown that long-term exposure to diesel exhaust is associated with significantly increased risk of lung cancer.1 Many other types of cancer have been linked to occupational exposure to diesel exhaust, including bus & truck drivers, garage workers, railway & dock workers and others.2
CARB & OEHHA, Report to the ARB on the Proposed Identification of Diesel Exhaust as a TAC, Executive Summary as approved by the SRP on April 22, 1998, ES-20. 2 Boffetta et. al., Cancer causes Control 12:365-374, 2001.
Cancer Risk Statistics
Government regulators estimate that diesel exhaust is responsible for 125,000 cancers nationwide, based on lifetime exposure. (STAPPA/ALAPCO, 2000) Studies in California reveal that more than 70% of cancer risk from air pollution comes from diesel exhaust alone. (SCAQMD, MATES II, 2000) A recent analysis of U.S. EPA inventory data shows even higher percentages of cancer risk from diesel exhaust: 7890% of the total risk from HAPs in the U.S. (ED, based on NATA, 2001)
Diesel & Asthma
According to numerous studies, diesel exhaust is associated with asthma, which is rapidly on the rise in this country. Asthma has risen by 160 percent in children under age four since 1980, and the severity of the disease among children has also increased.1 > 5% of Americans suffer from asthma Almost 5 million children are affected Asthma leads to ~ 5,000 deaths each year
The frequency & severity of asthma attacks may be increased by diesel exhaust, which acts as a respiratory irritant, triggering responses in susceptible people.
Mannino DM, et al. Surveillance for asthma United States, 1960-1995. Morbidity and Mortality Weekly Reports CDC Surveillance Summaries 47, 1998.
1
Diesel & Asthma Continued

New research indicates that diesel exhaust may
actually cause allergies and asthma, rather than simply aggravating pre-existing conditions.1 allergens such as pollen.2
Diesel particles can worsen reactions to common Studies have shown that the proximity of a childs
school or home to major roads is linked to asthma, and decreased lung function, and the severity of childrens asthmatic symptoms increases with proximity to truck traffic.3
1 2 3
Diaz-Sanchez et al., J Allergy Clin Immunol 104, 1999:1183-1188. Pandya et. al., Environ Health Perspectives 110(Suppl 1):103-112, 2002. McConnell et al., Environ Health Perspect 107, 1999: 1-9.
Health Effects of NOx

NOx causes a wide variety of health & environmental impacts because of the many compounds & derivatives in the family of nitrogen oxides, including: Nitrogen dioxide, Nitric acid, Nitrous oxide, Nitrates, & Nitric oxide.

These compounds can react to form other toxic chemicals. NOx causes respiratory problems; A recent Southern California study showed that exposure can lead to significant decreases in lung function growth among children.1 It is known to cause birth defects.
Gauderman et.al., Am. J. Resp. and Crit. Care Med., 162:1384-1390, 2000
Adverse Environmental Impacts of NOx

It forms ozone smog, which can trigger serious respiratory problems. It Contributes to many other environmental problems including: Acid rain, Nutrient overloading leading to water quality problems, Haze, and Global warming.
Diesel Exhaust: An Enormous Source to Contend With

Though diesels only account for 2% of on-road
vehicles in California, they contribute to 30% of NOx and 65% of particulates from the on-road sector. (CARB, 2002) diesels remain in use for decades, especially in off-road applications.
While new diesels are much cleaner, older dirtier
For example, 16 large ocean-going ships typically
release more smog-forming gases than 1 million cars.
The Dirtiest Diesel Sources

Off-road equipment & vehicles are the dirtiest source of diesel exhaust, followed closely by stationary generators.
In California, Heavy-duty Trucks, Construction & Farm Equipment, Marine Vessels and Locomotives, together account for over 85% diesel PM emissions
California Diesel Risk Reduction Plan, ARB, 2000
Heavy-duty Diesel Emission Testing & Research

Transit Buses:
California Transit Bus Studies: BP Arco CARB SF Muni
N.Y.S. Dept. of Environmental Conservation
Other Heavy-duty Vehicles:

Research in U.S. & Abroad
California Transit Bus Studies

Test Buses: 40 Newflyer Buses, supplied by LAMTA

Detroit Diesel w/ market diesel & ox. cat. (BD) w/ Low S diesel & PM trap (DPF) Compressed Natural Gas, uncontrolled (CNG) w/ox. cat.
Pollutants Tested:

Criteria: PM, NOx, CO + HCs Toxics (ex. Benzene); Carbonyls (ex. Formaldehyde) Semivolatiles, PAHs, and Nitro-PAHs Mutagenicity
CA Studies, Emissions from Highest to Lowest:

Pollutant: NOx PM THC/NMHC CO Benzene Aldehydes PAH Species Nitro-PAHs Mutagenicity NO2/NOx CO2 CNG >> BD ~ DPF4 CARB Study BD ~ DPF > CNG BD >> CNG > DPF CNG >> BD > DPF CNG > BD > DPF CNG > BD > DPF1 CNG > DPF2 BD > CNG > DPF3 ARCO Study DPF > CNG
1
DPF = CNG CNG >> DPF CNG >> DPF CNG > DPF CNG >> DPF DPF ~ CNG DPF ~ CNG
For combined BTEX (Benzene, Toluene, Ethylbenzene & Xylene)

2 Baseline
Diesel Samples were invalidated

3
Excluding naphthalene, due to contamination of sampling media

4
This test appears to have had problems
DPF >> BD ~ CNG DPF ~ BD ~ CNG
Comparison of Recent Transit Bus Study Emission Data, CBD Test Cycle
NOx (g/mile) BD CARB Study BP-ARCO Study NYC Study 30 40 26 DPF 31 35 27 CNG 19 16 24 PM (g/mile) BD 0.12 0.66 0.22 DPF 0.01 0.01 0.04 CNG 0.04 0.01 0.02
BD = Baseline Diesel DPF = Diesel with DPF CNG = Compressed Natural Gas, no controls
M. Lev-On et. al., SAE 2002, Presented as Test - Tunnel Background & C. LeTavec et.al SAE World Congress, March 4-7, 2002); Chatterjee et. al., Society of Automotive Engineers 200201-0430; WMATA Alternative Fuels Workshop, July 6, 2000: NYCT Clean Fuel Bus Programs.
Heavy-Duty Vehicle PM Emissions, Various Grades of Diesel Fuel

1.2 1.0
Truck Transit Bus School Bus
PM Emissions (g/mile)
0.8
0.6
0.4
0.2
0.0 ULSD + Trap D: 10ppmS D: 50ppmS D: 500ppmS
1) T. Beer et. al., Comparison of Transport Fuels, Final Report to the Australian Greenhouse Office, 2001. 2) Ayala et al. Draft: ARBs study of emissions from Late-model diesel and CNG heavy-duty transit buses. 3) Chatterjee et. al. SAE 2001. 4) Clark et. al., Diesel & CNG Transit Buses, 1999 5) Clark et.al. JAWMA; 52: 89-94. 2002. 6) Gragg K. MTC 2001. 7) Lanni et al. SAE. 2001-01-0511. 8) LeTavec et al. Average Vehicle Test Results (School Buses, CSHVR Driving Cycle) 9) Lev-On M et al. SAE. 2002-01-0432. 10) London Bus Study, cited in: International Experience on Ultra Low Sulfur Diesel and Biodiesel, Micheal P. Walsh, January 2000. 11) P.J.E. Ahlvik and A.R.L. Brandberg, SAE paper # 2000-01-1882.
1.200
Heavy-Duty Vehicle PM Emissions, Diesel Fuel with Aftertreatments

1.000
0.800
0.600
0.400
0.200
0.000 Low Sulfur Diesel + DPF + EGR ULSD + Trap ULSD + Cat Diesel + Cat D: 500ppmS
Heavy-Duty Vehicle PM Emissions, Alternative Fuels

1.200
Truck
1.000
Transit Bus
School Bus
0.800
0.600
0.400
0.200
0.000 D: 500ppmS Biodiesel F-T F-T + DPF LPG (propane) CNG CNG + Cat LNG
35 30
NOx Emissions (g/mile)
Heavy-Duty Vehicle NOx Emissions, Various Grades of Diesel Fuels

25 20 15 10 5 0 ULSD + Trap D: 10ppmS D: 50ppmS D: 500ppmS
Heavy-Duty Vehicle NOx Emissions, Diesel Fuel with Aftertreatments

35.000 Truck 30.000
Transit Bus
School Bus
25.000 20.000 15.000 10.000 5.000 0.000

Low Sulfur Diesel + DPF + EGR ULSD + Trap ULSD + Cat Diesel + Cat D: 500ppmS
35.000 30.000
Heavy-Duty Vehicle NOx Emissions, Alternative Fuels

Truck Transit Bus
25.000 20.000 15.000 10.000 5.000 0.000 D: 500ppmS Biodiesel F-T LNG CNG CNG + Cat LPG (propane)
Conclusions
Despite the large estimated reductions in diesel PM, ARB predicts that over 250 excess cancer cases per million residents in California will still be attributable to diesel PM in 2020. Children and other sensitive populations need special protection from the adverse health effects caused by diesel exhaust. Since exposure cannot be prevented, the sources themselves diesel engines must be cleaned up.
Final Conclusions
The advances in diesel technology making new vehicles much cleaner are very positive. However, the NO 2 & NOx increases from new technology still must be addressed.
If diesel vehicles and equipment cannot meet
current or future emissions standards, which are designed to protect public health, those engines must be phased out.
For older vehicles and equipment that will remain in use for many decades, here in the U.S. and abroad, the diesel industry must rise to the challenge of developing clean-up technology.
Diesel fuel is widely used throughout our society. It powers trucks that deliver products to our communities, buses that carry us to school and work, agricultural equipment that plants and harvests our food, and backup generators that can provide electricity during emergencies. It is also used for many other applications. Diesel engines have historically been more versatile and cheaper to run than gasoline engines or other sources of power. Unfortunately, the exhaust from these engines contains substances that can pose a risk to human health. In 1998, the California Environmental Protection Agencys Office of Environmental Health Hazard Assessment (OEHHA) completed a comprehensive health assessment of diesel exhaust. This assessment formed the basis for a decision by the California Air Resources Board (ARB) to formally identify particles in diesel exhaust as a toxic air contaminant that may pose a threat to human health. The American Lung Association of California (ALAC) and its 15 local associations work to prevent lung disease and promote lung health. Since 1904, the American Lung Association has been fighting lung disease through education, community service, advocacy Diesel exhaust and research. This fact sheet by OEHHA and ALAC provides information on health hazards associated with diesel exhaust.
contains more than 40 toxic air contaminants
What is diesel exhaust?

Diesel exhaust is produced when an engine burns diesel fuel. It is a complex mixture of thousands of gases and fine particles (commonly known as soot) that contains more than 40 toxic air contaminants. These include many known or suspected cancer-causing substances, such as benzene, arsenic and formaldehyde. It also contains other harmful pollutants, including nitrogen oxides (a component of urban smog).
How are people exposed to diesel exhaust?

Diesel exhaust particles and gases are suspended in the air, so exposure to this pollutant occurs whenever a person breathes air that contains these substances. The prevalence of diesel-powered engines makes it almost impossible to avoid exposure to diesel exhaust or its byproducts, regardless of whether you live in a rural or urban setting. However, people living and working in urban and industrial areas are more likely to be exposed to this pollutant. Those spending time on or near roads and freeways, truck loading and unloading operations, operating diesel-powered machinery or
working near diesel equipment face exposure to higher levels of diesel exhaust and face higher health risks.
What are the health effects of diesel exhaust?

As we breathe, the toxic gases and small particles of diesel exhaust are drawn into the lungs. The microscopic particles in diesel exhaust are less than one-fifth the thickness of a human hair and are small enough to penetrate deep into the lungs, where they contribute to a range of health problems. Diesel exhaust and many individual substances contained in it (including arsenic, benzene, formaldehyde and nickel) Diesel exhaust have the potential to contribute to mutations in cells that can lead to cancer. In fact, long-term exposure to diesel increases the risk exhaust particles poses the highest cancer risk of any toxic cancer air contaminant evaluated by OEHHA. ARB estimates that about 70 percent of the cancer risk that the average Californian faces from breathing toxic air pollutants stems from diesel exhaust particles.
of
In its comprehensive assessment of diesel exhaust, OEHHA analyzed more than 30 studies of people who worked around diesel equipment, including truck drivers, railroad workers and equipment operators. The studies showed these workers were more likely to develop lung cancer than workers who were not exposed to diesel emissions. These studies provide strong evidence that long-term occupational exposure to diesel exhaust increases the risk of lung cancer. Using information from OEHHAs assessment, ARB estimates that diesel-particle levels measured in Californias air in 2000 could cause 540 excess cancers (beyond what would occur if there were no diesel particles in the air) in a population of 1 million people over a 70-year lifetime. Other researchers and scientific organizations, including the National Institute for Occupational Safety and Health, have calculated cancer risks from diesel exhaust that are similar to those developed by OEHHA and ARB. Exposure to diesel exhaust can have immediate health effects. Diesel exhaust can irritate the eyes, nose, throat and lungs, and it can cause coughs, headaches, light-headedness and nausea. In studies with human volunteers, diesel exhaust particles made people with allergies more susceptible to the materials to which they And it can cause are allergic, such as dust and pollen. Exposure to diesel exhaust also causes inflammation in the lungs, which may coughs and aggravate chronic respiratory symptoms and increase the aggravate asthma frequency or intensity of asthma attacks. Diesel engines are a major source of fine-particle pollution. The elderly and people with emphysema, asthma, and chronic heart and lung disease are especially sensitive to fine-particle pollution. Numerous studies have linked elevated particle levels in the air to increased hospital admissions, emergency room visits, asthma attacks and premature deaths among those suffering from respiratory problems. Because childrens lungs and respiratory systems are still developing, they are also more susceptible than healthy adults to fine particles. Exposure to fine particles is associated with increased frequency of childhood illnesses and can also reduce lung function in children.
Like all fuel-burning equipment, diesel engines produce nitrogen oxides, a common air pollutant in California. Nitrogen oxides can damage lung tissue, lower the bodys resistance to respiratory infection and worsen chronic lung diseases, such as asthma. They also react with other pollutants in the atmosphere to form ozone, a major component of smog.
What is being done to reduce the health risks from diesel exhaust?
Improvements to diesel fuel and diesel engines have already reduced emissions of some of the pollutants associated with diesel exhaust. However, diesel exhaust is still one of the most widespread and toxic substances in Californias air. ARBs Diesel Risk Reduction Plan, when fully implemented, will result in a 75 percent reduction in particle emissions from diesel equipment by 2010 (compared to 2000 levels), and an 85 percent reduction by 2020. The plan calls for the use of cleaner-burning diesel fuel, retrofitting of existing engines with particle-trapping filters, and the use in new diesel engines of advanced technologies that produce nearly 90 percent fewer particle emissions, as well as the use of alternative fuels.
Diesel exhaust contributes to smog and fine-particle pollution
The use of other fuels, such as natural gas, propane and electricity offer alternatives to diesel fuel. All of them produce fewer polluting emissions than current formulations of diesel fuel. As a result of ARB and local air-quality regulations, public transit agencies throughout California are using increasing numbers of passenger buses that operate with alternative fuels or retrofitted equipment.
For further information

Office of Environmental Health Hazard Assessment
1001 I Street, P.O. Box 4010, Sacramento, CA 95812-4010 (916) 324-7572 www.oehha.ca.gov
Air Resources Board

1001 I Street, Sacramento, CA 95814 (800) 363-7664 www.arb.ca.gov
American Lung Association of California

921 11th Street, Suite 700, Sacramento, CA 95814 (916) 442-4446 For your local office, call (800) LUNG-USA www.californialung.org
The energy challenge facing California is real. Every Californian needs to take immediate action to reduce energy consumption. For a list of simple ways you can reduce demand and cut your energy costs, see OEHHAs web site at www.oehha.ca.gov/public_info.html.
Evaluating the Emission Reduction Benefits of PROJECT IMPACT WMATA Natural Gas Buses This project demonstrated the emission reduction performance
of natural gas transit buses versus conventional diesel counterparts: the natural gas buses had 53% lower oxides of nitrogen (NOx), 85% lower total particulate matter (TPM), and 89% lower carbon monoxide (CO). It is anticipated that these advantages will encourage more extensive use of natural gas buses in U.S. cities as transit agencies seek ways to meet stricter emission mandates. Full replacement of conventionally fueled U.S. transit buses with natural gas buses could Advantages of WMATA displace the equivalent of more than natural gas transit buses: 600 million gallons of petroleumbased fuels annually and result in 53% lower NO x substantial air quality benefits. 85% lower TPM
To help alleviate this air pollution, the Washington, DC City Council, the WMATA Board of Directors, and WMATA officials developed a plan in 2001 to convert much of the WMATA bus fleet from diesel to CNG. Under this plan, WMATA will purchase CNG buses and modify fueling and maintenance facilities to accommodate CNG buses, whenever reasonably possible (subject to ongoing vehicle availability and funding).
EMISSION TESTING OF WMATAS CNG BUSES

The Clean Cities Program worked closely with WMATA during the CNG planning process, and DOE is interested in the effects of the conversion to CNG buses, including real-world emission performance. In July 2002, DOE and its National Renewable Energy Laboratory (NREL) evaluated the emissions of new WMATA CNG buses and comparable diesel buses using a heavy-duty chassis dynamometer. Test Vehicles Five CNG and four diesel buses were randomly selected from the fleet of available buses. Of the four diesel buses, two had low mileage (2,290 and 5,000 miles) and two had more than 100,000 miles. This difference in mileage had a negligible effect on test results; emissions data from the low-mileage and high-mileage diesel buses were similar. All of the natural gas buses had between 1,900 and 2,600 miles. Test vehicle specifications are shown in Table 1.
PROJECT GOALS
89% lower CO
This project was part of the U.S. Department of Energys (DOEs) FreedomCAR and Vehicle Technologies (FCVT) Program. One of the goals of the FCVT Program is to develop and deploy advanced transportation technologies that reduce the nations use of imported oil and improve air quality. The goal of this project was to demonstrate the emission performance of natural gas transit buses. The project was performed in cooperation with DOEs Clean Cities Program, which supports partnerships that deploy clean-burning alternative fuel vehicles and build associated fueling infrastructure.
WMATAS NEED FOR CLEANER BUSES

The Washington Metropolitan Area Transit Authority (WMATA) serves the public transportation needs of metropolitan Washington, DC, including Northern Virginia and Southern Maryland. More than 1.7 million commuters ride WMATAs rail cars and buses daily, and many of the areas tourists ride the system as well. WMATA serves 348 bus routes with 1,433 buses, including 164 that run on compressed natural gas (CNG, Figure 1). The Washington, DC metropolitan area has air quality challenges. The U.S. Environmental Protection Agency (EPA) classifies it as a severe ozone nonattainment area, even though there are no significant stationary sources of air pollution. The air pollution is primarily due to motor vehicle emissions.
Figure 1. Natural gas transit buses at WMATAs Bladensburg fueling facility. WMATA operates 164 CNG-powered buses to reduce air pollution in the Washington, DC metropolitan area. Leslie Eudy, NREL/PIX 12293
Each test bus was run, without stopping, through four consecutive CBD cycles on the dynamometer. The first cycle was a warm-up cycle; the cumulative emissions from the final three cycles were collected and measured. Measured emissions included total hydrocarbons (THC), non-methane hydrocarbons (NMHC), CO, carbon dioxide (CO2), NO x, and TPM. Results and Conclusions Figure 2 shows the emission results for the CNG and diesel buses. On average, the CNG buses reduced emission of NOx by 53%, TPM by 85%, and CO by 89% compared with the diesel buses. Overall, the Cummins Westport 8.3-L C-Gas Plus engine reduced these measured emissions significantly in this transit bus application compared with model year 2000 diesel buses.
The CNG vehicles tested were model year 2001, 40-foot, lowfloor New Flyer buses. They were equipped with Cummins Westport 8.3-L C-Gas Plus CNG engines and an oxidation catalyst. The diesel vehicles tested were model year 2000, 40-foot, low-floor Orion buses. They were equipped with Detroit Diesel Series 50 engines and an oxidation catalyst, and they used diesel fuel with a sulfur content of approximately 19 parts per million. Test Equipment and Procedures The vehicles were tested at WMATAs facility in Landover, MD on West Virginia Universitys Transportable Heavy-Duty Vehicle Emission Testing Laboratory. The laboratory is uniquely configured using driveshafts to connect each drive axle to individual dynamometers to avoid tire slippage experienced on the more typically used dynamometer rolls. Exhaust gases are collected and analyzed on site to determine regulated emission rates using instruments made by Rosemount Analytical and Varian. The emission testing laboratory can be programmed with various driving cycles to simulate different types of vehicle operation. The driver matches the vehicles operation to the speed and acceleration of the programmed test cycle using a display inside the vehicle. For the WMATA testing, the Central Business District (CBD) cycle was used, which simulates the stop-and-go operation of transit buses being operated in congested urban areas.
Figure 2. Average chassis dynamometer emissions of natural gas and diesel buses.
NEXT STEPS
During the 2003 model year, WMATA will re-power some of its older diesel buses to incorporate new diesel engines equipped with exhaust gas recirculation designed to meet the October 2002 requirements of the EPA Diesel Engine Consent Decree. NREL will use this unique opportunity to evaluate the emissions performance of the latest diesel engines compared with the latest CNG engines in transit buses. Because of the interest in California and nationwide to consider regulating currently unregulated emissions, NREL also plans to measure toxic emissions such as 1,3-butadiene and benzene from CNG and diesel WMATA buses. The regulated and unregulated emission testing is planned for 2003.
FOR FURTHER INFORMATION, CONTACT

NREL Alternative Fuels Team Margo Melendez National Renewable Energy Laboratory 1617 Cole Blvd., MS 1633 Golden, CO 80401 Phone: 303-275-4479 Fax: 303-275-4415 E-mail: margo_melendez@nrel.gov Produced by the National Renewable Energy Laboratory (NREL) NREL is a U.S. Department of Energy National Laboratory Operated by Midwest Research Institute Battelle Bechtel NREL/FS-540-33280 June 2003
Printed with a renewable-source ink on paper containing at least 50% wastepaper, including 20% postconsumer waste.
Sponsored by the
www.eere.energy.gov A Strong Energy Portfolio for a Strong America

Energy efficiency and clean, renewable energy will mean a stronger economy, a cleaner environment, and greater energy independence for America. Working with a wide array of state, community, industry, and university partners, the U.S. Department of Energys Of fice of Energy Efficiency and Renewable Energy invests in a diverse portfolio of energy technologies.
Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof.
Engine, Bus and Truck Manufacturers

Organization Description Blue Bird Corporation manufactures and markets a full product line of Blue Bird Corporation school, transit, and shuttle buses. Special options are available on many vehicles, including engines that can be fueled with either CNG or LNG. Caterpillar is the world's largest manufacturer of construction and mining Caterpillar equipment, diesel and natural gas engines, and industrial gas turbines. Chance Coach offers a complete line of transit buses and trolleys, including Chance Coach CNG and LPG-powered models. Through its partnership with Caterpillar, Inc., Clean Air Power has been providing conversion kits for a full-range of Caterpillar engines and fitting standard engines with Dual-Fuel electronic controls since 1996. Its lowClean Air Power emissions vehicle systems are ideal for heavy-duty fleet owners, equipment rental companies and engine manufacturers that need to reduce emissions of their diesel vehicles in order to comply with federal and state regulations, as well as display a responsible corporate and community image. Cummins is the world's largest designer and manufacturer of diesel engines ranging from 55 to 3,500 horsepower. The key markets for these engines are Cummins on-highway vehicles, industrial equipment, and power generation. Cummins is also a leader in the development and manufacturing of heavy-duty natural gas engines. Cummins Toughest Standards site is designed to provide customers with key Cummins Toughest information about the company's on-highway engine product line, which will Standards meet October 2002 EPA emission standards. Cummins Inc. and Westport Innovations Inc. formed a joint partnership to develop, manufacture, and market low-emission, high-performance, Cummins/Westport Natural alternative fuel engines. The partnership has produced a new product line of Gas Engines heavy-duty natural gas and propane engines for use in buses, trucks, and all types of other regional/urban vocational vehicles. DDC, a subsidiary of DaimlerChrysler AG, designs, manufactures, and services heavy-duty diesel and alternative fuel engines. The company offers a Detroit Diesel Corporation complete line of engines from 22 to 10,000 horsepower for marine, military, (DDC) construction, industrial, generator-set, mining, trucking, and automotive markets. Electric Fuel Transportation Corporation designs, manufactures, and markets Electric Fuel zero-emission, zinc-air, fuel cell electric buses for transit and school bus Transportation Corporation applications. Freightliner Trucks is one of North America's leading manufacturers of Freightliner Trucks medium- and heavy-duty diesel trucks and specialized chassis. The only heavy duty bus manufacturer in North American that does not Gillig manufacturer heavy duty natural gas buses GMC Commercial General Motors offers a full product line of medium-duty commercial trucks Medium-Duty for all applications.
International Truck and Engine's Green Diesel Technology John Deere John Deere Natural Gas Engines Kenworth Mack Truck NABI Navistar International Corporation Neoplan USA New Flyer Nova BUS Corporation Orion Bus Industries PACCAR Peterbilt
Propane School Bus.com
Sterling Trucks
This site promotes the International Truck and Engine Corporation's Green Diesel Technology, which uses a combination of a catalyzed particulate filter, low sulfur diesel fuel, and a specialized engine design to lower emissions and odors from heavy-duty buses and trucks. John Deere is one of the world's leading manufacturers of agricultural, construction, forestry, and lawn and turf care equipment. The company also manufactures diesel engines and other powertrain components for on- and off-highway applications. John Deere CNG engines are designed for use in school buses, shuttle/transit buses, and other on-highway applications. Kenworth is a manufacturer of custom heavy-duty trucks and chassis. Mack Truck is one of North America's larges manufacturers of heavy-duty diesel trucks. Mack also offers a product line of heavy-duty vehicles capable of operating on CNG and LNG. NABI is a manufacturer of heavy-duty buses for all urban transit applications. Navistar International Corporation is the parent company of International Truck and Engine Corporation, a leading producer of mid-range diesel engines, medium trucks, school buses, heavy trucks, severe service vehicles, and parts and service sold under the International brand. Neoplan USA is a manufacturer of standard and low floor transit buses, articulated units, suburban models, and luxury coaches. Neoplan USA offers a variety of buses with CNG and LNG engines. New Flyer is the largest transit bus manufacturer in North America. It offers a full line of transit and shuttle buses and alternative fuel buses that run on CNG, LNG, and hybrid electric diesel buses. Nova BUS Corporation is a leader in the design, production, and marketing of urban transit buses. Nova BUS products include CNG and LNG models. Orion Bus Industries manufactures heavy-duty transit buses to meet all urban transit applications, including full sized passenger buses, low-floor models, and shuttles. Orion offers a broad array of engine choices and is a leader in alternative fuel technology. PACCAR manufactures heavy-duty on- and off-road Class 8 trucks sold around the world under the Kenworth, Peterbilt, DAF, and Foden nameplates. With a full line of Class 6-8 trucks, Peterbilt is a leading producer of heavy vehicles used by the commercial trucking and construction industries. Peterbilt's line of trucks includes dual fuel models powered by a combination of diesel and natural gas. This site was developed by the Propane Promotional Consortium and the Propane Education and Research Council to promote the purchase of lowemission, alternative fuel school buses capable of running on liquefied petroleum gas (LPG). Sterling, a daughter company of Freightliner, LLC, manufactures and markets vocationally oriented Class 5-8 heavy and medium-duty trucks under the brands of Sterling and Western Star Trucks. Company products target specific market applications in the construction, distribution, and urban services
industries. Thomas Built Buses is one of North America's largest full-line bus manufacturers offering products in school transportation, commercial transit, and specialty markets. Trolley Enterprises designs and manufactures hybrid electric and propane Trolley Enterprises fueled trolleys for municipal transit applications. The Vehicle Buyer's Guide for Fleets is designed to educate fleet managers and policy makers about alternative fuels and vehicles and help them determine whether the Energy Policy Act of 1992 (EPAct) affects them. Use Vehicle Buyer's Guide for the site to figure if your fleet is covered under EPAct, obtain pricing and Fleets technical specifications for light- and heavy-duty AFVs, find an alternative fueling station in your area, or research information about state AFV purchasing incentives. Volvo manufactures and markets heavy-duty trucks, chassis, and engines both Volvo Trucks domestically and internationally. Thomas Built Buses

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Natural Gas Buses

Sample Transit Agencies Using Natural Gas Buses

Los Angeles MTA CNG Manufactured by NABI - 2002

Colorado is a major natural gas producer

Orange County, CA - LNG

Foothill Transit, Pomona, CA - CNG

Washington DC Transit - CNG

What Did Staff Intend?

Emissions Regional Impact

San Diego MTDB - CNG

0 Particulate Matter (PM)

Oxides of Nitrogen (NOx)

Carbon Monoxide (CO)

2003 Diesel vs. CNG Emissions Study

Todays Heavy-Duty Diesel and Natural Gas EPA-Certified Engine Emissions

0.08 0.06 0.04 0.02 0.00 0.0

Source: DOE 1/28/03 Presentation

What does Detroit Diesel say about natural gas engines?

Series 50G Emissions Detroit Diesel Status

Source: DDC Presentation, 10/22/02 Source: DDC Presentation, 10/22/02

What does Cummins Westport say about natural gas engines?

How do future diesel and natural gas engines compare?

2.5 0.2 3.0 0.117 0.104 0.013

0.01 0.005 0.001 0 05 1.49

Diesels are rapidly becoming more complicated and expensive

EGR VALVE EXHAUST UREA INJECTION LPL EGR PICKUP

EXHAUST ATA AFTERCOOLER

PRESSURE CONTROL UREA PUMP

Our 2002 CNG buses out performed our diesel

-Mike Quirk, Maintenance Manager, First Transit (Pomona, CA)

New York MTA - CNG

OmniTrans (San Bernardino, CA) CNG

Cummins C Gas Plus Customer Satisfaction Survey- Ranking13

South Coast Area Transit (Oxnard, CA) CNG

Capital Costs - Buses

Pierce Transit (Seattle, WA) - CNG

Capital Costs Fueling

Phoenix Transit - LNG

Operating Costs: Pierce Transit (Seattle)

Standard CNG engine available from Cummins (engine used by RTD)

L10 Ph II L10 Ph I Diesel 0 500 1000 1500 2000 2500

Miles per quart

Miles per diesel gallon equivalent

Total Cost Per Mile

*Includes parts, labor, fuel, lubricants, and tires

Operating Costs: Sacramento RT

Oil Consumption (miles per quart)

Fuel Economy (MPG)

Cost Per Mile

Denver International Airport - CNG

Natural Gas Pricing

Monthly/annual gallons dispensed

Phoenix International Airport - CNG

Natural Gas buses are widely used

Diesel Health Impacts & Recent Comparisons to Other Fuels

General Health Effects of Diesel Exhaust

Agency for Toxic Substances and Disease Registry, http://www.atsdr.cdc.gov/tfacts75.html

Diesel Exhaust Particulates

Particulate Related Mortality

Cancer Risk Statistics

Diesel & Asthma

Diesel & Asthma Continued

Health Effects of NOx