2004 was a very active year for the SCAQMD. This response to a newspaper editorial indicates the AQMD's strategies to clean up SoCAl. I'll follow up with any progress reports I can find. Stay tuned.
The South Coast Air Basin consists of the majority of Los Angeles, Orange, San Bernardino, and Riverside counties, covering more than 11,000 square miles. Although the AQMD regulates stationary sources, like power plants and refineries, about 80 percent of smog-forming emissions come from mobile sources. Approximately 10 million gasoline vehicles and a quarter million diesel vehicles travel in the Basin, resulting in the worst air quality in the nation. In fact, the South Coast Air Basin is the only area in the United States designated as “extreme” in terms of air quality.
In addition, the California Air Resources Board has identified that diesel emissions are toxic. A landmark AQMD study showed that about 70 percent of airborne cancer risk is due to diesel emissions, creating even more urgency to reduce mobile emissions for the 16 million residents in the Basin. Although great strides have been made to reduce pollution in the region over the last 20 years, increases in population, vehicle miles traveled, sport utility vehicle sales, along with atmospheric conditions, have actually caused ozone levels to increase in the last two years. Last July, the region even experienced its first Stage 1 ozone episode in five years. Since the AQMD is the government agency mandated by the federal Clean Air Act to bring the region into compliance with health-based National Ambient Air Quality Standards in just six years, urgent action is needed on many fronts.
Fuel Cell Vehicles
In order to achieve our air quality goals, more near-zero and zero-emission vehicles are indeed needed. Hybrid-electric vehicles truly have near-zero emissions but the ultimate technology needed is fuel cell vehicles, since they offer high fuel efficiencies and do not emit any smog-forming pollutants.
These vehicles are being researched and demonstrated by all the major automobile manufacturers including GM, Ford, DaimlerChrysler, Toyota, Honda, Nissan, Hyundai and Volkswagen, through a public-private consortium called the
California Fuel Cell Partnership. Hydrogen-Powered Internal-Combustion Engine (ICE) Vehicles
While the automobile manufacturers work to reduce the costs, improve the durability, and gain experience with fuel cells, the AQMD is doing similar research and development with the hydrogen refueling technologies. The hydrogen ICE vehicle project will convert 35 Toyota Prius hybrids to run on hydrogen instead of gasoline to gain real-world experience with a hydrogen fleet, compare different fueling strategies and hydrogen production methods, as well as educate the public on this relatively new alternative vehicle fuel.
The AQMD is funding $2 million toward a total project cost of more than $4 million, with
Quantum, the vehicle conversion company, five local cities, and possibly the U.S. Department of Defense paying the balance of the cost.
The Toyota Prius was selected due to its advanced hybrid technology, allowing a more “transparent” experience for the driver, which is critical for public acceptance of hydrogen as a fuel.
The Path Forward
The AQMD has limited time and resources to achieve the emissions reductions needed to bring the region into compliance with federal air quality standards by 2010. In addition, maintaining the air quality goals beyond 2010 will be a tremendous challenge due to the projected increases in population, vehicles, and miles traveled. The three main tools at AQMD’s disposal to reduce vehicle emissions are regulations, incentives, and technology advancement. On the regulatory front, the AQMD has been authorized by the state to require fleets to purchase the cleanest available technology when replacing a vehicle. This has historically applied to natural gas vehicles for school and transit buses, waste haulers, street sweepers, taxicabs, and other public fleets.
Despite their effectiveness, these AQMD “Fleet Rules” are being challenged by engine manufacturers and the oil industry as a de facto tailpipe standard, which is a right reserved by the federal government. The U.S. Supreme Court has heard arguments and will decide this spring if the AQMD can retain this valuable air quality strategy.
The second tool available to the AQMD is the incentive programs, designed to provide funding to offset the typically higher prices associated with alternative vehicles and fuels. A good example of this type of mechanism is the Carl Moyer Incentive Program.
Another incentive program funded solely by the AQMD has helped local school districts purchase 300 clean fuel or low emission school buses and install particulate traps on 1,300 school buses. This program, however, is dependent on available funds through the AQMD’s enforcement activities and so is subject to annual budget priorities.
The third AQMD tool is funding of advanced, clean air technology research, development, and demonstration (RD&D) projects. The hydrogen ICE project is one of many AQMD efforts to help advance pre-commercial technologies. The AQMD has a long legacy of such assistance; for example, we funded the development of the first fuel cell bus and the first commercial stationary fuel cell power plant in the early 1990s.
In the passenger vehicle area, the AQMD is funding the development of a plug-in hybrid vehicle with DaimlerChrysler, which was selected as “having the greatest potential to transform an industry” by IEEE for 2003. The “plug-in” attribute allows this vehicle to travel short distances on battery power only, like an electric vehicle, but switches to a small gasoline ICE engine for higher power and greater distances much like the current hybrid cars.
California should continue advancing the most environmentally responsible cars in the world — hybrid partial zero-emission vehicles. And in fact, that is exactly what the hydrogen ICE vehicle project does.
