technology assessment and standard development assessment and standard development • setting the...
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Technology Assessment andStandard Development
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Technology Assessmentand Standard Development
• Setting the standard• Per vehicle compliance cost• Alternative fuel vehicles• Early credits and alternative compliance
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Setting the CO2-EquivalentVehicle GHG Emission Standard
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• Summary• Steps in setting standard
– Compliance with a CO2-equivalent standard– Determination of 2002 CA baseline emissions– Maximum feasible emission reduction
technologies for near- and mid-term standard– Inclusion of air conditioning credits– The form of standard– Manufacturer-specific feasibility
• Estimation of per vehicle costs of compliance
Setting the GHG Standard
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4433122002 Baseline
3112112014
3212232013
3282332012
Mid-term phase-in
3352422011
3852842010
4223152009
Near-term phase-in
LDT2PC/LDT1
CO2-equivalent emission standardby vehicle category (g/mi)Year
Proposed GHG Standard byVehicle Model Year
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Proposed GHG Standard byVehicle Model Year
Tested CO2-equivalent emission reductions (from 2002):• Near-term (2011): 22% for PC/LDT1, 24% for LDT2• Mid-term (2014): 32% for PC/LDT1, 30% for LDT2
100
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600
2000 2500 3000 3500 4000 4500 5000 5500 6000
Vehicle Test Weight (lb)
CO
2-eq
em
issi
ons
(g/m
i)2002 PC/LDT1 models2002 LTD2 modelsNear-term (2011) standardMid-term (2014) standard
Cars
Light trucks
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creditMACCHONCOmig
emissionsequivalentCO
−++=
−
422
2
)/(• Where:
– CO2 = exhaust drive cycle emissions– N2O = exhaust drive cycle emissions (g/mi*296 CO2-eq.)– CH4 = exhaust drive cycle emissions (g/mi*23 CO2-eq.)– MACcredit = credit for mobile air conditioning system
improvements, if applicable (CO2-eq.)
CO2-Equivalent Standard
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• Designate technology packages as near-,mid-, and long-term according to potential forhigh production volume– Near-term: Available for 2009-2011 phase-in– Mid-term: Available for 2012-2014 phase-in
• Choose GHG emission reduction technologypackages for each of the five vehicle types– Near-term: Two largest GHG reductions– Mid-term: Specific promising technologies
• Take average test cycle CO2 emission rate ofchosen technology packages
Maximum Feasible EmissionReduction Technologies
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• Engine, drivetrain, and vehicle technology packages– Available for 2009-2011 phase-in– Technologies: cam phasing, variable valve lift, gasoline
direct injection, cylinder deactivation, turbocharging,automated manual transmission, electric power steering,improved alternator
– 18-27% reduction in CO2 emissions from modeled techpackages
– Average $328 (for PC/LDT1) and $363 (LDT2) cost percontrolled vehicle
– Average 2.6-year payback period• Air-conditioning system technologies
– Improved low-leak R-134a system– Improved air conditioning compressor and/or control system
Maximum Feasible EmissionReduction Technologies – Near-term
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1 reduced CO2 air conditioning VDC or FDC system; actual credit amount may differ based oncompressor size. 2 improved low leak HFC 134a system. 3 improved low-leak HFC 152a. 4 sum ofdirect and indirect emission reduction credits.
18.513.08.5310.0Large truck
18.513.08.5310.0Small truck
18.513.08.5310.0Minivan
16.611.18.538.1Large car
15.610.18.537.1Small car
Mid-termNear-termMid-term3Near-term2
Total A/C SystemReduction 4 (g/mi)
Direct CO2 EquivalentEmission Reduction
(g/mi)Indirect CO2 Equivalent
Reduction fromAdvanced AC VDC
system 1 (g/mi)
Mobile Air Conditioning(MAC) Credit
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376389DeAct,DVVL,CCP, AMT,EHPS,ImpAlt387
398410DeAct,DVVL,CCP, A6,EHPS,ImpAltLarge truck
298311GDI-S,DCP,Turbo, AMT,EPS,ImpAlt303
308321DeAct,DVVL,CCP, AMT,EPS,ImpAltSmall truck
279290GDI-S,DCP,Turbo, AMT,EPS,ImpAlt283
287299CVVL,CCP,AMT, EPS,ImpAltMinivan
234245GDI-S,DCP,Turbo, AMT,EPS,ImpAlt241
248259GDI-S,DeAct,DCP, AMT,EPS,ImpAltLarge car
200210GDI-S,DCP,Turbo, AMT,EPS,ImpAlt209
219229DVVL,DCP, AMT,EPS,ImpAltSmall car
Maximum feasiblereduction testedCO2 equivalent
with A/C credit forvehicle class
(g/mi)
Test CO2equivalent
with A/C credit(g/mi)
Test CO2,without A/C
(g/mi)Combined Technology PackagesVehicle
Class
Maximum Feasible EmissionReduction Technologies – Near-term
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• Engine, drivetrain, and vehicle technology packages– Available for 2012-2014 phase-in– Additional technologies: integrated starter generator,
camless valve actuation, gasoline homogeneous chargecompression ignition
– 24-35% reduction in CO2 emissions from modeled techpackages
– Average $1,047 (for PC/LDT1) and $1,210 (LDT2) cost percontrolled vehicle
– Average 5.3-year payback period• Air-conditioning system technologies
– Improved low-leak R-152a system– Improved air conditioning compressor and/or control system
Maximum Feasible EmissionReduction Technologies – Mid-term
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13352370DeAct,DVVL,CCP, A6,ISG,EPS,eACC354
355374CVAeh,GDI-S, AMT,EHPS,ImpAltLarge truck
280298HSDI,AMT, EPS,ImpAlt
283302CVAeh,GDI-S, AMT,EPS,ImpAlt 284
290309DeAct,DVVL,CCP, A6,ISG,EPS,eACC
Small truck
263280GDI-S,CCP,AMT,ISG, DeAct,EPS,eACC265
266282CVAeh,GDI-S, AMT,EPS,ImpAltMinivan
202218GDI-S,Turbo,DCP, A6,ISG,EPS,eACC
209226gHCCI,DVVL,ICP, AMT,ISG,EPS,eACC 210
220236CVAeh,GDI-S, AMT,EPS,ImpAlt
Large car
184200gHCCI,DVVL,ICP, AMT,ISG,EPS,eACC190
196212CVVL,DCP,AMT, ISG-SS,EPS,ImpAltSmall car
Maximum feasiblereduction tested
CO2 equivalent withA/C credit for
vehicle class (g/mi)
Test CO2equivalentwith A/C
credit (g/mi)
Test CO2,without A/C
(g/mi)Combined Technology PackagesVehicle
Class
Maximum Feasible EmissionReduction Technologies – Mid-term
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Baseline vs. Maximum FeasibleGHG Emission Reduction
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2500 3000 3500 4000 4500 5000 5500 6000
Vehicle Test Weight (lb)
CO
2 em
issi
ons
(g/m
i)
2002 vehicle modelsNear-term maximum feasible reductionMid-term maximum feasible reduction
Smallcar
Largecar
Smalltruck
Minivan
Largetruck
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• Form of standard options considered– Uniform fleet average emission reduction– Two categories (as in LEV II): PC/LDT1 and LDT2– Attribute-based – by vehicle weight, size
• Criteria– Total GHG emission reductions over time– Manufacturer competitiveness– Consumer choice
Form of Standard
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• Two categories (as in LEV II):– PC/LDT1
• Passenger cars (PC) and light duty trucks with3750 lb or less loaded vehicle weight (LDT1)
– LDT2• Light duty trucks with from 3,751 lb to 8,500 lb
loaded vehicle weight (LDT2) and medium dutypassenger vehicles (MDPVs) up to 10,000 lbgross vehicle weight
Form of Standard
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Baseline vs. Maximum FeasibleReduction – By Vehicle Category
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2000 2500 3000 3500 4000 4500 5000 5500 6000
Vehicle Test Weight (lb)
CO
2-eq
em
issi
ons
(g/m
i)
PC/LDT1 modelsNear-term maximum feasibleMid-term maximum feasibleLTD2 models
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• Evaluate manufacturer baseline (2002):– Sales-weighted CO2 emission levels and vehicle
test weights for the two categories (PC/LDT1 andLDT2)
• Setting the standard, assumptions-– Linear regression lines made with maximum
feasible GHG emission reduction lines with respectto vehicle test weight
– Major manufacturers can comply with technologiesassessed here (i.e. no sales mix changes)
– Trading between categories is allowed
Manufacturer-SpecificFeasibility
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Setting the PC/LDT1CO2-Eq. Standard
DCFordGM
Honda
Nissan
Toyota
150
200
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300
350
400
450
2,750 3,000 3,250 3,500 3,750
Vehicle test weight (lb)
Test
ed C
O2-
equi
v.
emis
sion
s (g
/mi)
Max feasible near-termMax feasible mid-termNear-term (2011) standardMid-term (2014) standard
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Setting the LDT2CO2-Eq. Standard
Honda
DCFord
GMNissan
Toyota
250
300
350
400
450
500
550
600
4,000 4,250 4,500 4,750 5,000 5,250 5,500
Vehicle test weight (lb)
Test
ed C
O2-
equi
v.
emis
sion
s (g
/mi)
Max feasible near-termMax feasible mid-termNear-term (2011) standardMid-term (2014) standard
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4433122002 Baseline
3112112014
3212232013
3282332012
Mid-term phase-in
3352422011
3852842010
4223152009
Near-term phase-in
LDT2PC/LDT1
CO2-equivalent emission standardby vehicle category (g/mi)Year
Proposed GHG Standard byVehicle Model Year
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Per VehicleCompliance Cost
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100
150
200
250
300
350
400
450
500
550
600
2000 2500 3000 3500 4000 4500 5000 5500 6000
Vehicle Test Weight (lb)
CO
2-eq
emis
sion
s (g
/mi)
2002 PC/LDT1 models2002 LTD2 models2009 standard2010 standard2011 standard2012 standard2013 standard2014 standard
Proposed GHG Standard byVehicle Model Year
Light trucks
Cars
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• Assessing “per vehicle” impact on CA vehicle fleet– Evaluate level of deployment of near- and mid-term technology
packages to meet standards from different manufacturerbaselines
– Estimate average vehicle cost increase associated withintroduction of new technologies
– Assumption: Near-term technologies fully deployed before(more costly) mid-term technologies are used by eachmanufacturer for compliance with standards
Per VehicleCompliance Cost
$1,210LDT2
$1,047PC/LDT1Mid-term
$363LDT2
$328PC/LDT1Near-term
Incremental cost from 2009 Vehicle Category
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Summary - Average Emission Reductionand Cost by Vehicle Model Year
$871-30%LDT2
$561-32%PC/LDT12014
$603-28%LDT2
$390-28%PC/LDT12013
$427-26%LDT2
$300-25%PC/LDT12012
Mid-termphase-in
$326-24%LDT2
$241-22%PC/LDT12011
$176-13%LDT2
$96-9%PC/LDT12010
$69-5%LDT2
$25-2%PC/LDT12009
Near-termphase-in
Average per vehiclecontrol cost
Average CO2-equiv.emission change CategoryYear
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Alternative Fuel Vehicles
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Alternative Fuel Vehicles
• Impact on climate change emissions
• “Well-to-wheels” analysis
• Not included:– cost and marketability issues– technology improvements identified for
conventional vehicles
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Alternative Fuels
• Compressed Natural Gas• Liquid Petroleum Gas• Ethanol• Electricity
– battery electric– hybrid-electric (20-mile all-electric
capability)
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CO2-EquivalentEmissions Comparison
Vehicle type Vehicle CO2 emissions (g/mi)
Lifetime CO2 equivalent
emissions (ton)
Percent reduction from
Conventional Gasoline Vehicle
Conventional vehicles 346.7 99.9 0%
Compressed natural gas (CNG) 284.8 83.9 16%Liquid propane gas (LPG) 313.9 80.9 19%HEV20 143.0 53.6 46%Ethanol (E85) 356.9 76.5 23%Electric 0 38.0 62%
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Life Cycle Cost Comparison
Vehicle-fuel systems
Cost increment from 2009 baseline
Lifetime (16-yr) Net Present
Value (2004$)
Payback period
Conventional vehicles 0 (0) 0Compressed natural gas (CNG) 3300 (1,919) >16Liquid propane gas (LPG) 370 1,161 3
4500 3,298 9Ethanol (E85) 0 (4,203) noneElectric 8800 (3,056) >16
HEV20
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Treatment of UpstreamEmissions
• Staff proposal:– use the upstream emissions fraction of
conventional fuels as a “baseline” againstwhich alternative fuels are compared
– apply adjustment factor for alternative fuelsto exhaust CO2 emissions to compensatefor differences in upstream emissions
– vehicles with zero direct emissions to use adefault value
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Fuel Cycle Adjustment
Fuel Adjustment FactorGasoline 1.00CNG 1.03LPG 0.89E85, Corn 0.74Fuels with no direct CO2 EmissionsElectricity 130 grams/mileHydrogen 210 grams/mile
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Alternative Fuels Summary
• Alternative fueled vehicles available inlimited quantities
• Substantial reductions in climatechange emissions possible from wideruse
• Incremental costs and fuel availabilityhurdles to commercialization
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Early Reduction Credits,Alternative Compliance
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Early Reduction Credits
• Proposal seeks to:– meet the intent of the legislation while
avoiding undesirable results– ensure that credits are real, surplus,
verifiable, enforceable, quantifiable– reward early action taken to push
commercialization of technologies thatreduce climate change emissions
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Proposed Approach
• Credits provided for 2000-2008 model years(Staff considering revised approach which wouldallow manufacturer to opt in at any point)
• Program consistent with form of theproposed standard
• Each automaker’s fleet average emissionscompared to 2011 standard
• Emissions cumulative for duration ofprogram
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Alternative Compliance
• Regulations must provide maximumflexibility, and allow alternativemethods of compliance
But...• Use of alternatives must not undercut
the purpose of the bill, which is toimprove vehicles
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Alternative Compliance--Draft Proposal
• Allow averaging, banking, trading,aggregation across pollutants
• Use emission credit trading criteria• No increase in other emissions• Must be sponsored by auto manufacturer• Must involve 2009 and later Pavley
vehicles, or demonstrated increased useof alternative fuels in such vehicles