Reducing harmful emissions while protecting Fleet Investment.

 “Diesel Emissions Reduction Act 2006” (DERA) amended the ECL. DERA provides exemptions for some off road vehicles/equipment.  ECL added: “Use of Ultra Low Sulfur Diesel Fuel & Best Available Technology by the State”  Part 248 regulations enacted July2009. How will this affect compliance and reporting?

 DOC (Diesel Oxidation Catalyst)  PCRT (Partial Filter)  CCRT (Continuously Regenerating Technology)  DPF (Diesel Particulate Filter)  APF (Active Particulate Filter)  PPF (Passive Particulate Filter)  CCV (Closed Crankcase Ventilation)

 Diesel Oxidation Catalyst – DOC- Simple in line muffler conversion that reduces particulate matter (PM) 25-40%. Low maintenance and cost about $1500 per unit. Tier 1 Technology  Diesel Particulate Filters - DPF- complex emissions reduction systems that reduce PM up to 95%. Proper maintenance is critical to the operation of these systems. Minimum cost $8- 12,000 per unit. Require passive or active regeneration.

 Passive regeneration happens automatically on over the road trucks when the exhaust system maintains a minimum temperature of degrees centigrade for at least % of the trucks operation. (Duty cycle)  Active regeneration requires manual intervention, either on the truck/equipment or off board through an external heat source. Most trucks and equipment that operate locally or for short on/off durations require some form of active regeneration.

 On board - The DPF collects soot which needs to be burnt off to prevent back pressure. The DPF sends a signal to a control module to activate an on board external fuel fired heater to burn off the soot. The heater heats the exhaust to 1200 F to burn off the collected soot. Requires about 45 minutes continuous run time.  Off board – this process can utilize an on board heater connected to an external electric outlet for 5-6 hours or can require the DPF to baked in an external unit for minutes + removal and reinstallation time. Total 3-4 hours.

 Regeneration intervals can’t be controlled. Intervals will be determined by duty cycles.  Due to the high heat created by the on board regeneration.additional radiator and clutch fan capacity may be necessary.  Diesel fuel is used to fire the heater and the clutch fan may diminish horsepower.

 Off board scheduling and time constraints limit this as a viable option.  Regeneration should not occur during refueling or inside buildings with low ceilings.  Depending on exhaust stack location, regeneration should not occur in high grass, near low trees and shrubs, or near any other flammable object.  Driver training is imperative to prevent problems.

 PM ≥ 20%  CO ≥ 90%  HC ≥ 90% Versatile Installations No Maintenance Fuel Tolerant Low Cost Solution

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 Sample beginning inventory of 2769 units to be retrofitted, retired or replaced. 686,155,155=996.  Performing duty cycle testing is critical to determine what technology to use.  Exhaust Gas Recirculation- most engines produced in the last 5-6 years use EGR. They are cleaner than the previous engines so there are limited options to install on these engines.

 Continue to perform duty cycle tests and install DOC’s where permissible. IF DPF’s are required we will contract for a complete and warranted installation.  2010 engines will require SCR technology to reduce Nox emissions. On board Urea injection system.  Natural gas engines meet 2010 emissions without using DPF’s or UREA.

 Selective Catalytic Reduction – Uses Diesel Exhaust Fluid (urea) injected into the exhaust to reduce NOX.  DEF/Urea distribution is already in place. Fuel mileage will increase slightly.  Advanced EGR does not meet the tailpipe NOX emissions requirement. Previously earned credits allow these engines to be sold legally. Fuel mileage will decrease slightly.

 Natural gas engines can produce as much horsepower as diesel and can be more efficient.  Natural gas costs $ less per gallon equivalent..  Liquified Natural Gas is the most efficient method of storage for heavy duty vehicles.