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February 12, 2014

CARB Extends, Modifies Verifications for Johnson Matthey's CRT(R) and AdvCCRT(TM) Systems

Both product lines now allow greater temperature flexibility and broader applicability on engines up to 17 liters and 650 HP and a range of duty cycles

AUDUBON, Pa., Feb. 12, 2014 /PRNewswire/ -- The California Air Resources Board (CARB) has extended and modified its verification of two Johnson Matthey Heavy Duty Diesel (HDD) product lines -- the CRT(R) Filter and the A(dv) CCRT(TM) system, both of which now allow greater temperature flexibility and higher horsepower range applicability on diesel engines up to 17 liters and 650 HP, and a range of duty cycles. The verifications came in time to meet the needs of fleet owners who are subject to CARB's Truck and Bus regulation. The regulation applies to nearly all privately and federally owned diesel-fueled trucks and buses operating in California with a gross vehicle weight rating (GVWR) greater than 14,000 pounds.

Ajay Joshi, Retrofit Commercial Manager for Johnson Matthey, said the CRT filter has revolutionized modern diesel emissions reduction. "It was the first filter verified by EPA and CARB and has become the industry standard for Heavy Duty Diesel Retrofit Technology.

"The CRT filter is now the most trusted filter globally; it has been used for more than 200,000 retrofits. Johnson Matthey's customers can be assured that they are purchasing world class products from a company that has pioneered emission controls for diesels."

The A(dv) CCRT system is Johnson Matthey's second generation CCRT(R) heavy-duty diesel retrofit system optimized for more challenging retrofit applications such as EGR-equipped engines. It has a unique two-stage filter arrangement.

The first stage duplicates Johnson Matthey's patented CCRT filter's pre-catalyst and coated filter with proprietary catalyst formulations to reduce PM. The second stage reduces excess NO(2) with the injection of a tiny amount of hydrocarbon across a decomposition catalyst that converts NO(2) back into NO. Other systems reduce NO(2) in the filter, which limits their ability to reduce PM in all applications.

As the global pioneer and leader in controlling emissions from mobile and stationary sources, Joshi said Johnson Matthey offers very robust, passive solutions for both EGR and non-EGR 1994 to 2006 model year trucks to make them compliant with California's truck and bus regulations. Both CRT and A(dv) CCRT systems are passive systems, meaning that they require no operator intervention to clean soot from the filter, and do not raise the temperature of the diesel exhaust.

"We also have a well established and very strong dealer and field support network that offers state-of-the-art care to customers. As a pioneer in emission control technologies and one of the first to be verified by CARB, we specialize in California compliant DPFs. Our OEM and retrofit systems are sold across the globe."

Joshi also stressed that Johnson Matthey maintains a sufficient inventory to handle the aggressive lead times truckers will require to meet the upcoming July 1, 2014 good faith compliance extension.

About Johnson Matthey:

Traded on the London Stock Exchange (symbol: JMAT), Johnson Matthey is a specialty chemicals company focused on its core skills in catalysts, precious metals, fine chemicals and process technologies. The $19 billion company employs around 11,000 people in over 30 countries.

About Johnson Matthey's Emission Control Technologies (ECT):

As part of Johnson Matthey's Environmental Technologies Division, the world's largest supplier of catalysts for the automotive industry, Emission Control Technologies (ECT) has been providing cost-effective catalytic solutions for the worldwide light- and heavy-duty diesel markets for more than 40 years.

SOURCE Johnson Matthey

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Corona, California (PRWEB) November 25, 2013

CARB Expands Compliance Options for Owner Operators

Ironman Parts warns owner operators driving in California that they may face timing potholes on the path to compliance.

Owner operators in California must act soon to meet CARB’s year-end compliance deadline or take advantage of “Good Faith” options.

Most of the truck drivers in CA that own a diesel vehicle over 26,000 Gross Vehicle Weight Rating (GVWR) are facing compliance requirements by end of 2013 under the Statewide Truck & Bus regulation. The deadline for installing a diesel retrofit, replacing or scrapping the equipment is December 31st, 2013.

CARB has released an option for Owner Operators to show Good Faith action by December 31st that would allow additional time to complete the compliance action by July 1st, 2014, an additional six months for upgrading the vehicle.

The Good Faith action consists of:

Entering into agreement with an authorized vendor for a diesel retrofit or replacement truck.

Alternatively, if the vehicle owner proves financing has been approved or even denied by December 31st, this too will count towards Good Faith action.

The final and most important action to complete is to report into the CARB reporting database known as TRUCRS by January 31st, 2014, otherwise their vehicle will be deemed out of compliance and be subject to penalties and/or possible DMV registration holds.

Owner operators working in California face numerous regulations to keep their truck up-to-date, safe and in compliance, therefore keeping expenses down and the paycheck level steady is a necessity for the owner and their family. When comparing costs and different ways to comply, drivers can choose between a new truck, retrofitting or leaving their business or California in the worst case.

The most cost-effective path for Owner Operators facing increased expenses and no change in income, is to retrofit their engine with a diesel particulate device, which averages about $15,000 and can be financed for a period of 2-3 years. One can estimate the monthly payment to be under $500 a month, which translates to just a few pennies a mile, considering that’s only $15 a day until the loan is paid off.

A leading diesel retrofitter, Ironman Parts & Services, is helping independent owner operators take action and to start the process now, before it’s too late and expenses or fines pile up. Ironman offers free workshops across the state to simplify the confusion and deliver easy-to-understand information on what steps to take, how to apply for financing and what requirements drivers will face.

DPFs have been proven extraordinarily effective and durable and have been operating on on-highway vehicles for over a decade now here in California. Ironman alone has installed over 13,000 retrofits in the state of California and a general accepted statement is that retrofitting with a DPF has essentially no impact on fuel economy. End-users should make sure that they only purchase filters that are verified by the California Air Resources Board since these have passed a stringent verification process and field test before being authorized as suitable for installation.

Truck owners are encouraged to visit the Ironman website for more details and assistance (http://www.ironmanparts.com/truck). Due to the time-sensitive nature of the approaching deadlines, truck owners should start to take action immediately.



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November 20, 2013

DIESEL CRACKDOWN: State regulators cite offending trucks

BY DAVID DANELSKI | PE.COM

Gary Broadwater, 47, didn’t appreciate the $300 citation he received Tuesday, Nov. 19, after the flatbed truck he drove was inspected by state air-pollution regulators just off Interstate 15 in Lake Elsinore.

The truck owned by his employer, the Lancaster-based Frazier Corp., didn’t have a special exhaust filter that traps and burns diesel soot to reduce harmful emissions. Nor was the truck registered as part of a small fleet, which would have given the company until Jan. 1 to install such a device or get a new cleaner engine, state regulators said.

“It’s just one thing after another,” said Broadwater, standing in the makeshift truck inspection area on Collier Avenue near the Lake Elsinore Outlet Center. “I like clean air. I Iike clean water. But this is just frivolous,” he said.

Broadwater, a Lancaster resident, climbed back into the cab of the 2006 Peterbilt, holding the thin, yellow-paper ticket as well as educational literature about the California Air Resources Board diesel regulations.

“I got to roll,” he said as he shut the door and drove off with his load of construction equipment.

 

State air pollution regulators inspected 54 trucks at the location Tuesday between 7 a.m. and 3 p.m. They wrote 13 citations.

These inspectors enforce a complex set of rules approved in 2008 that requires California’s truckers to phase-in the use of cleaner, newer engines or retrofit old engines with the special exhaust filters that cost about $15,000 each.

This owners of about 50,000 trucks in the smallest fleets of three or less face a Jan. 1 deadline to bring their trucks into compliance.

A trucking industry group supports the enforcement effort, saying it’s needed to keep cheaters from getting a competitive advantage over truckers and trucking firms that pay to meet the standards.

The rules are working to greatly reduce diesel pollution, which has been linked to cancer, asthma aggravation and various other health problems, said Mark Tavianini, a state air board official who teaches truckers how to comply with the rules.

Once inhaled, microscopic soot particles lodge deep into the lungs, enter the blood stream, and injure and inflame cells of organs, including our brains.

Diesel soot from trucks, trains and ships is responsible for about 93 percent of cancer risk from air pollution in Southern California, according to the South Coast Air Quality Management District. The diesel rules are helping the region make progress toward meeting federal standards on fine-particle pollution, which includes soot.

Tavianini said the citations are issued to the truck owners – not the drivers. So the status of Broadwater’s driver’s license won’t be affected.

On Tuesday, flashing signs ordered all southbound trucks off I-15 at Nichols Road. A California Highway Patrol officer directed the trucks from Nichols to Collier Avenue, where they were subjected to a CHP safety inspection.

Some of the trucks, generally the older ones, were then inspected by the state air-board officials. Older trucks generally pollute more. The newer ones are made to meet tougher emission standards.

Karen Caesar, a spokeswoman for state air board, said the agency has teams of roadside inspectors working throughout California.

Contacted in Sacramento, Michael Shaw, the vice president for external affairs for the California Trucking Association, said the industry group supports the enforcement effort.

The association “is happy to see that CARB is taking enforcement seriously to be sure the rules apply equally across the board,” Shaw said. “With a level playing field, companies can compete on services and rates rather than someone cheating the system.”

He said the trucking industry is spending about $1 billion a year in California to comply with these diesel regulations.

Most trucks pass the pollutions inspections, which have gone on in some form since the early 1990s. In the early day, truckers got busted for emitted exhaust that was too dark. Inspections today are based more on engine year and pollution-control installations

Memo Rocha, of Oceanside, said he was nervous when the inspectors checked out the 2000 Freightliner truck owned by his employer, Forest Wood Fiber Products. But the truck passed an emission test. The company’s fleet had complied with the state rules, and he left without a concern.

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September 13, 2013

US EPA Waiver Granted to Enforce the In-Use Off-Road Diesel Vehicle Regulation

The California Air Resources Board (CARB) has received authorization from the United States Environmental Protection Agency (US EPA) to enforce the In-Use Off-Road Diesel Vehicle Regulation. Enforcement includes the regulation’s performance standard requirements, such as turnover requirements and restrictions on adding Tier 0 and Tier 1 vehicles.

Enforcement of the requirements for large fleets (> 5,000 total horsepower) will begin July 1, 2014. 

The prohibition on adding vehicles with Tier 0 engines to any fleet and Tier 1 engines to large or medium fleets is effective on January 1, 2014. 

Enforcement Advisory 13-25 informs all off-road fleets as to how CARB staff will proceed with the enforcement of the regulation and is available on our website at http://www.arb.ca.gov/msprog/mailouts/msc1325/msc1325.pdf

To assist in planning and selecting compliance strategies to meet the January 1, 2014 requirements, large fleets are encouraged to use the fleet average calculator available at http://www.arb.ca.gov/msprog/ordiesel/documents/documents.htm

A Compliance Snapshot is also available to all off-road fleets in their Diesel Off-Road Online Reporting System (DOORS) account. The Snapshot displays the fleet’s current standing in regards to the next compliance date, their upcoming requirements, and the amount of credits they have earned that can be applied towards meeting the requirements.

Background

The regulation for In-Use Off-Road Diesel Vehicles first became effective under California law on June 15, 2008.  This regulation is intended to reduce harmful emissions from diesel powered construction, mining, and other industrial vehicles operating in California that have propulsion engines that are 25 hp or greater.  Fleets were required to initially report their off-road diesel vehicles to CARB in 2009 via DOORS.  In addition, fleet owners are currently subject to restrictions on unnecessary idling, and some large fleets will be subject to accelerated replacement/repower requirements beginning January 1, 2014.

 

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August 21, 2013

CARB will hold Motor Carriers responsible for dispatching non-compliant Owner Operators

Businesses that dispatch vehicles or owner operators in California must verify that each contracted vehicle is in compliance with the California Truck & Bus regulation or has reported compliance to the California Air Resources Board (CARB).

This requirement applies to all motor carriers, whether based in California or not. And now with the year-end deadline approaching, almost every owner operator will be faced with either replacing their truck or retrofitting to meet CARB’s January 1st, 2014 compliance deadline.

After January 1st, motor carrier fleets will not be able to dispatch non-compliant owner operators and risk losing contracts and disrupting service.

The available pool of owner operators with 2010 engines or retrofits is small. Therefore the possibility of replacing any non-compliant owner operators will be difficult and also put the fleet at a loss of trained and dedicated owner operators.

A leading diesel retrofitter, Ironman Parts & Services, is helping fleet owners take action and work with their owner operators to start the process now, before it’s too late. Fleet events are being held across the state to ensure owner operators have the detailed information on what steps to take, how to apply for financing and what requirements they will face.

In some cases, a fleet can submit a single Purchase Order by August 31st, 2013 for all of its owner operators to extend the retrofit deadline by four months to May 1st, 2014. Ironman can assist fleet owners in determining if this would apply to their fleet.

Fleet owners are encouraged to visit the Ironman website for more details and assistance (http://www.ironmanparts.com/motorcarrier). Due to the time-sensitive nature of the approaching deadlines, fleet owners should start to engage with their owner operators immediately.

About Ironman 
Ironman Parts & Services, located in Corona, California, is the leading diesel retrofit installer in California. The company provides its customers with comprehensive supportive services which include diesel particulate filter installation, compliance consulting, long-term maintenance programs, CARB reporting, fleet audits, data management, finance application assistance and more. For more information, visit www.ironmanparts.com.

For questions, please contact:
Anna Ballou
Ironman, Marketing Manager
951-520-2977
aballou@ironmanparts.com

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June 12, 2013

Ironman Parts & Services Earns "Supplier of the Year" Award From PepsiCo North America Beverages

awardIronman is proud to announce that it has earned the utmost honor as "Supplier of the Year" award from longtime client PepsiCo North America Beverages. 

The award was presented at its 2013 PepsiCo National Fleet/Other Goods & Services Training Summit & Trade Show that was held in St. Louis. Ironman was awarded with 8 other awardees that were chosen from a nominated pool of over 200 suppliers that were entered in this year’s award program.

The award reflects Ironman’s excellence in CARB Emissions Compliance services, and the efforts and dedication from staff supporting a variety of goals including statewide planning and scheduling, cost management, managing DPF performance, customer service and much more.

“It’s a huge honor to be selected for this award, especially because PepsiCo is a key player in its industry, so the stakes are much higher,” said Sam McMillan, General Manager, Ironman. “It took a massive team effort to make this happen. We have provided a variety of emissions compliance management and services to PepsiCo’s fleet operating in the state of California and its truly rewarding to be acknowledged for our efforts in delivering our goal of Emissions Compliance with Confidence.”

Ironman has provided diesel emission compliance solutions since emission regulations were originally established in the state of California. Ironman is the industry leader in “Equipment Maintenance & Compliance with Confidence™” with extensive knowledge and experience in diesel engines, CARB regulations, compliance planning, and diesel emissions reduction technology. Ironman Parts & Services has successfully installed over 13,000 diesel retrofits in the state of California.

For questions, please contact:
Anna Ballou
Ironman, Marketing Manager
951-520-2977
aballou@ironmanparts.com

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May 27, 2013

DPF Retrofits Growing Due to California Rule

By Richard Knee, Special to Transport Topics
This story appears in the May 27 print edition of Transport Topics.

Retrofits of diesel particulate filters onto older vehicles that never had them will take a jump in 2014, when California’s rule requiring DPFs on all pre-2007 trucks takes effect, forcing owners to pay close attention to engine problems that produce clogged units.

California’s DPF requirement applies to “virtually every truck with a gross vehicle weight rating of 26,000 or more pounds carrying capacity,” said Mike Tunnell, director of environmental affairs for American Trucking Associations. Tunnell is based in Sacramento. The requirements affect vehicles in use throughout the state, as well as most entering from out of state. “Any truck that travels on a California road needs to be in compliance, no matter where that truck came from,” Tunnell said. “Limited exemptions exist, including some for rural areas” and for longhaul trucks driving less than 1,000 miles in the state.

California’s Air Resources Board estimates that the number of trucks in the state that need aftermarket DPFs will triple, from more than 35,000 in 2013 to 105,000 in 2015, plus about 10,000 trucks in neighboring states that will have to have retrofits. Growth in retrofitting isn’t limited to California. Demand for the process is expected to grow as jurisdictions across the country seek to cut the amount of particulate matter, or soot, from diesel exhaust by mandating DPFs.

Parts of Texas, Georgia, the northeastern states from New York to Maine and most of California — which has six of the nation’s 10 most polluted areas — are likely to see retrofit requirements for older trucks.

Tony Brasil, chief of the CARB’s heavy-duty diesel implementation branch, said those jurisdictions with more pollution are the most aggressive in reducing emissions, because while EPA’s air quality standards are uniform nationally, areas not meeting them must take extra steps to ensure compliance.

DPFs have been standard on heavy trucks since 2007, and while they are sometimes blamed for poor engine performance, manufacturers said most DPF problems — clogging with unburned fuel or accumulated ash — arise either with the engine itself or result from the truck’s duty cycle.

“Examples of engine issues that could cause DPF clogging are problems with fuel injectors, [exhaust gas recirculation] systems or turbos,” said Simon Guest, global marketing leader for Cummins Emission Solutions in Columbus, Ind. “Less frequently, premature DPF plugging can also be caused by external sources such as fuel additives or oil in the fuel.”

Joselyn Rendon, a spokeswoman for Ironman Parts & Services, a diesel retrofit installer based in Corona, Calif., agreed that out-of-tune engines can create DPF problems. “A poorly maintained engine may result in DPF failure due to various factors, such as emitting much heavier smoke, release of worn-out materials into the exhaust stream, excessive ash from the engine oil, etc.,” she said.

“A failure of the turbocharger could allow engine lube oil into the exhaust stream and subsequently coat both the diesel oxidation catalyst and the DPF with that oil,” which would require removal and cleaning, said David McKenna, director of powertrain sales for Mack Trucks, a Volvo Group subsidiary based in Greensboro, N.C.

Rendon said a retrofit could extend the life of an old truck by keeping it on the road after the 2014 regulation kicks in. “In most cases, if a fleet were to retrofit all their vehicles by year-end, instead of replacing them with newer, more expensive models, the life span of those trucks would be extended to up to 10 years, meaning [owners] don’t have to worry about replacing their vehicles with a 2010 or newer model-year engine until 2023,” Rendon said. She said a DPF retrofit runs $10,000 to $15,000, while a new truck costs upward of $100,000 for a 2011 or later model truck and $35,000 to $55,000 for a used truck made between 2008 and 2010.

In fitting a DPF to an older truck, data logging tests will determine whether to use “active regeneration,” which uses an injection of fuel to the exhaust to clean unburned soot from the filter, or a “passive” unit, which depends on higher exhaust temperature to do that cleaning.

“It comes down to three things: engine model year, duty cycle and driver operation,” she said. “Vehicles with older model-year engines will expel higher levels of diesel exhaust emissions and therefore will most likely not qualify for a passive device. Also, if the candidate engine does not meet the required temperature criteria of the passive systems, then an active system will be assigned instead.” Rendon added, “The operation style of the driver will have some influence on how the engine runs and the emissions output.”

Another factor that fleet managers must pay attention to, especially with older engines, is that DPFs tend to mask engine problems. “With a DPF in place, the major disadvantage that the maintenance staff has is that the visual black soot trail or white smoke coming out of the tailpipe - which was previously the method of determining an engine problem - is now replaced with a DPF system warning light [that] requires a system download” to see it, Rendon said.

Because it consumes fuel, active regeneration costs more than passive regeneration. “A typical active regeneration event consumes approximately three U.S. gallons of fuel. There are engine designs that require or demand an active regeneration every five hours. So in a typical day, there may be demand for two to three events at three gallons of fuel per event. That translates into six to nine gallons of diesel fuel at $4 per gallon, which amounts to $24 to $36 per day in fuel expense,” McKenna said, “A highway tractor will produce a significant amount of quality high- temperature passive exhaust heat. Constant speeds . . . produce less soot and can be oxidized completely” through passive regeneration, McKenna added.

He said the U.S. Environmental Protection Agency certification year and sometimes the DPF model also factor into which vehicles need which type of regeneration, due to the effect of selective catalytic reduction used on most 2010 model-year engines. EPA’s 2010 emissions rule required virtual elimination of nitrogen oxides emissions.

While higher engine heat cuts down on soot, it also increases NOx emissions. Most truck and engine suppliers went to SCR to deal with NOx, allowing the engines to run hotter. Engines using only exhaust gas recirculation, to cool combustion temperatures and keep NOx low, tend to produce more soot.

“For a 2007-certified typical highway application, we would require an active regen about every 11.5 engine hours. The same application for a Mack ClearTech 2010 certification could be as long as never. I have seen Logged Vehicle Data reports that have tractors with greater than 150,000 miles with no requests for an active regen. This is a direct result of selective catalytic reduction and reduced [exhaust gas recirculation].” McKenna said. He added, “We have highway tractors with 180,000 miles that have never had a demand for an active regeneration event. The EGR-only designs consume a great deal of fuel just to keep the DPF clean.”

Even DPFs on longhaul trucks that use passive regeneration may eventually accumulate so much soot that they need to be cleaned out. “When chassis mileage accumulates to around 250,000 miles, the DPF is starting to reach its design limit for ash loading,” McKenna said. “After the soot is oxidized, trace amounts of residual ash are left over and stored in the DPF. As the DPF fills with the ash, the effective surface area for soot collection is reduced, and demands for active regeneration [soot removal] events increase.”

While early experience with DPFs may have resulted in decreased fuel economy, more recent models and further emissions changes have improved efficiency.“Most of the issues related to the DPF in 2007 were due to unfamiliarity with the system,” which often resulted in a DPF that had to be cleaned by an external machine because of the thick soot level, said John Moore, manager of powertrains for Volvo Trucks.

“With the advent of SCR and the EPA 2010 engines, active regeneration was replaced with passive regeneration along with lower exhaust gas recirculation rates due to DEF elimination of NOx, paving the way for a 5% increase in fuel efficiency versus 2007 engines,” he added.

“Depending on the engine/aftertreatment system design, adding particulate filters may impact fuel economy,” said Zornitza Pavlova-MacKinnon, senior manager of aftertreatment and applications for Daimler Truck Group North America, which owns Freightliner Trucks and engine maker Detroit Diesel Corp. “For example, a significant increase in back pressure can affect fuel economy, but it can be managed by system design considerations.”

Vehicle exhaust piping modifications to accommodate the running board, soot accumulation in the DPF, ash accumulation in the DPF, among others are among those considerations, she said. “DPFs can certainly impact fuel efficiency,” said Elissa Koc, a spokeswoman for truck manufacturer Navistar Inc., based in Lisle, Ill. “As soot and ash build in the filter, the engine must work harder to run the DPF. Therefore, maintaining cleaning and service intervals maximizes fuel efficiency.”

The right type of engine oil can prolong the useful life of a DPF, Koc said.“In addition, oil type can impact maintenance intervals. For example, CJ-4 lube oil extends the recommended cleaning interval by almost 100,000 miles.” CJ-4 is a high-alkaline oil considered essential to a DPF’s operation that is recommended by the American Petroleum Institute because it is designed to produce low amounts of ash. However, the oil is expected to go out of use when a new oil is introduced around 2016, Koc said.

 

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October 22, 2011

January 1 deadline is quickly approaching!

The first compliance deadline for meeting California's Truck & Bus Regulation is fast approaching and the California Air Resources Board is reminding fleet owners to act now! ARB published a press release announcement on October 21st, to recap on the compliance requirements and the options available.

Release #:11-45
Date:10/21/2011
ARB PIO: (916) 322-2990
CONTACT: Karen Caesar
626-575-6728 - kcaesar@arb.ca.gov

SACRAMENTO -
The Air Resources Board today is reminding owners of heavier diesel trucks that they need to act now in order to comply with California's Truck and Bus regulation, which has its first diesel filter deadlines in January 2012.

“Fleet owners need to plan now to equip their trucks with diesel particulate matter filters in order to be ready in January,” said Assistant Chief of Mobile Sources Erik White, noting that the process of ordering and installing equipment can take a few months.

“We continue to make tools available to help truckers better understand the regulation, as well as figure out which options make the most sense for their businesses,” White added. “There are also several options available for funding.”

The regulation provides owners of heavier trucks and buses (those with a Gross Vehicle Weight Rating greater than 26,000 lbs.) with two options to reduce diesel emissions. They can:

• Follow a staggered implementation schedule that requires Read full article...

 

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August 19, 2011

Publication: Heavy-Duty Trucking
Article: Retrofitting and Servicing DPFs

California's stringent anti-pollution regulations have long sought to clean its air, and one focus in recent years has been the soot in diesel exhaust. Thousands of trucks and buses, as well as off-road equipment, have had to have their tail pipes throttled with sophisticated filters that strip out particulates.

2007-and-later new trucks are standard with diesel particulate filters, but pre-2007 models require retrofits, and the devices need periodic servicing. One independent company that has been doing this work is Ironman Parts & Service, headquartered in Corona, in Riverside County. Read full article...

 

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June 8, 2011 (Corona, CA.)

Voucher Incentive Program Diesel Truck Grant– Over $11.4 Million Available from Local Air District

Up to $10,000 in funding per diesel retrofit is available from the South Coast Air Quality Management District (SCAQMD) and San Diego County Air Pollution Control District (SDAPCD) through the Carl Moyer Voucher Incentive Program (VIP). The goal of the Voucher Incentive Program diesel truck grant is to encourage small fleets of 10 or fewer trucks to upgrade to cleaner technologies in order to reduce emissions from in-use heavy-duty diesel trucks with model year engines from 1994 to 2006. Trucks eligible for funding include class 6, 7, and 8 trucks for fleets with 1 to 3 trucks and class 6 trucks for fleets with 4 to 10 trucks. In addition, trucks must have been operated in California at least 75% over the previous 24 months. Voucher Incentive Program funding is available on a first-come-first-serve basis until all funding is exhausted.

How the Voucher Incentive Program Works:
• Diesel retrofit providers apply on behalf of diesel truck grant applicants.
• Applicants are notified within 5 business days of submittal for funding.
• The approved voucher amount is deducted from the price of your retrofit.

To learn more about the Voucher Incentive Program or other diesel truck grant opportunities, visit Ironman’s grant assistance page.

 


 

Friday, April 22, 2011 (Corona, CA.)

$900,000 in Funding Available for Lower Emission School Bus Program

April 22, 2011 – The San Diego County Air Pollution Control District (SDAPCD) announced funding availability for the Proposition 1B Lower Emission School Bus Program (LESB). $900,000 is available for retrofit projects, intended to reduce children’s exposure to harmful emissions from diesel exhaust. Ironman is available for free grant assistance for all grant funding applications. All applications must be submitted before June 3, 2011.

Eligibility:

Either a public school district in California that owns its own buses
• Or Joint Power Authority (JPA), formed by several public school districts, and the JPA holds ownership of the school buses
• Or a private school transportation provider that contracts with public school districts to provide transportation services

Engines must be 1987 or newer.

 

 

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Wednesday March 23, 2011 (Corona, CA.)

Leading Emissions Consultant Assists with Truck Grant Applications

Intending to reduce emissions along California Trade corridors, CARB releases $106 million in grant funding to owners of Class 7 and 8 trucks used for the movement of goods.

Prop 1B, also known as the Goods Movement Program, provides significant financial relief for truck fleet owners, especially when combined with the California Air Resources Board (CARB) 2-for-1 early adopter credit. Prop 1B allows fleet owners to take advantage of a narrow window of opportunity to upgrade their fleets with grant money. Two fast-approaching deadlines are in effect: Prop 1B applications must be submitted before April 29, 2011, and CARB 2-for-1 early credit orders must be submitted by May 1, 2011.

A major diesel retrofitter, Ironman Parts & Services, is helping fleet owners take advantage of the new incentives by offering no-charge grant application assistance to support fleets in meeting CARB compliance. The overall goal is to ensure maximum savings potential for fleet owners faced with the CARB Truck & Bus regulation.

Fleet owners are encouraged to visit the Ironman website for Prop1B application assistance and for information about CARB's 2-for-1 credit. Due to the time-sensitive nature of the available incentives, fleet owners should apply immediately.

“There is a very narrow window to take action,” says Craig Phillips, president and CEO of Ironman Parts & Services. “Over the years we've seen fleet owners become increasingly aware of the significant advantages of becoming early adopters. Unfortunately, many others fall under what we refer to as the 'too-late adopters' scrambling at the last minute to put a plan together, ultimately costing their companies millions of dollars.”

 

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Monday March 14, 2011 (Corona, CA.)

Ironman Completes SCCRT® System Horizontal Design Concept for Emerging Technologies Fund

Ironman, committed to providing a full range of the most advanced diesel emissions technology, is proud to announce the successful installation of a Johnson Matthey Selective Catalytic Continuously Regenerating Technology (SCCRT System) as part of a program funding the development for cleaner technologies: the Emerging Technologies fund. Additional Ironman installations of the JM SCCRT System and the JM SCRT ® System units are expected under this fund, 75 installs total.

Currently in the process of being verified by the California Air Resources Board (ARB), the JM SCRT and SCCRT systems, combining the JM CRT® and CCRT® filters with a urea-based SCR system, set a new benchmark for diesel emissions control, effectively reducing emissions of CO, HC, and PM by approximately 90% and NOx by approximately 70%.

These systems will play a significant role in lowering diesel emissions through their unprecedented NOx reduction and availability across a variety of engine applications, including both EGR and non-EGR engines. Additionally, these systems will be eligible for various funding opportunities which emphasize the reduction of NOx, such as the Prop 1B Goods Movement fund which offers up to $20,000 per truck towards a PM plus NOx retrofit.

 

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Tuesday, January 11, 2011

CARB Rules for Diesel Engines Operating in California Now Enforceable

The new regulation states that all fleets registered to operate in California with 4 or more trucks greater than 26,000 GVWR with a pre-2007 engine need to be either retrofitted in the next 3 years, or replaced. However, there are many exceptions, credits and extensions based on detailed qualifications covered in the rule, such as credits for early compliance, etc.

The Truck and Bus rule, which was initially approved 2 years ago and recently in December 2010, finalized some amended provisions on how your fleet may be considered compliant with the rule. The amendments to the Truck and Bus rule were adopted by CARB to ease what was initially seen by many as unreasonable and costly requirements for replacing all equipment in a very short period of time during this deep recession.

What does CARB mean when they refer to the Truck & Bus Regulation being delayed by one year?

The original deadline for the compliance (back in 2009) was January 1, 2011 – meaning fleet owners must have taken action by retrofitting or replacing their vehicles during the year of 2010 in order to be compliant by January 1, 2011. The new regulation (approved and finalized on Friday December 17, 2010) now reflects a compliance deadline of January 1, 2012, meaning action must be taken in this coming year of 2011, especially if fleets are to take advantage of the two-for-one credit, because that deadline is July 1st of 2011.

How do the amendments help your fleet?

CARB has significantly reduced the complexity of the rules and reporting requirements. One of the most meaningful changes that CARB has adopted is they are allowing businesses that still have useful life in their assets keep their trucks and equipment for a considerably longer period of time with the provision that the diesel engines be in good enough condition to be retrofitted with a filter to reduce emissions. This provision is a significant accommodation from CARB and will allow many businesses to extend the useful life of their equipment until the logical end of the equipment's life, but the provision will require improved engine maintenance and that the engine be retrofitted with a verified diesel exhaust filter. The delay to the initial Truck & Bus rule has caused many fleets to think there may no longer be a rule; however, the rule is now officially in place and is enforceable by ARB officers. The first compliance date is at the end of 2011.

CARB has also added provisions that allow fleets who are early adaptors to be given credit for retrofits completed by mid 2011. This effectively can reduce a fleet’s compliance costs by half! The key to reducing your fleet’s compliance costs will be to make sure that you have a good understanding of how the rule affects your specific fleet.

What does CARB enforcement consist of?

CARB fines run from $1000 - $10,000 per day per occurrence with rules that can lead to personal liability if found to be willful neglect of CARB rules. CARB fines fleets for each and every day that they are not in compliance with the rule, meaning if CARB Enforcement finds a truck in your fleet that should have been in compliance 6 months ago, the fine will be retroactive to the day when the engine should have been retrofitted. Failure to meet CARB compliance not only is a significant expense but can result in termination of an uninformed Fleet Manager in addition to sending a negative public message for the fleet, especially for any business claiming to be green and environmentally conscious.


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