California Air Resources Board Emissions Calculator

Calculate SKU to pallet ratio, Pareto Law, calculator, warehouse analysis, Raymond Handling Solutions,

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Calculate SKU to pallet ratio, Pareto Law, calculator, warehouse analysis, Raymond Handling Solutions,

Raymond Handling Solutions, Inc, 10261 Matern Place, Santa Fe Springs, CA 90670 - 1-800-NOW-LIFT

Carb emissions calculator

Raymond Handling Solutions, Inc
1-800-NOW-LIFT

Fleet By Jan. 1, 2009		Enter Forklift Qty	HC+Nox	Emission Level
Electric Models (incl. reach, opc and ept)			0
Pre 2001 Models			12
2001-03 Models w/0 3-Wat Cat			12
2001-03 Models w/ 3-Wat Cat			3
2004-2006 Models			3
2007-2009 Models			2
2010 and up Models			0.6
Lubrizol ECS Retrofit			1
Other Certification Level			0
	Totals
Fleet Average


		HC+Nox Emission Levels
LSI Fleet Type	No. of Units	By 01/01/2009	By 01/01/2011	By 01/01/2013
Large Fleet	26	2.4g	1.7g	1.1g	26	2.4
Mid Size Fleet	Four - 25	2.6g	1.0g	1.4g	4	2.6
Small Fleet	1- three	No Uncontrolled Equipment by 01/01/2011			3	0
Non-Forklift Fleet	0	3.0g	2.8g	2.6g

ANALYSIS
Is your fleet large?		and meets 2009 compliance?
Is your fleet medium?		and meets 2009 compliance?
Is your fleet small?		and meets 2011 compliance?

NEED MORE INFO?
To receive free analysis via e-mail, fill out your name, zip, company, phone number, and e-mail address and click "REQUEST ANALYSIS"

Enter Name			Enter Zip Code

Enter Company Name			Enter Phone Number

Enter E-mail Address

Government resource link:
http://www.arb.ca.gov/msprog/offroad/orspark/orspark.htm

Request more information at:
raymondforklifts@raymondhs.net

SpreadsheetConverter

CARB EMISSIONS CALCULATOR

What is your forklift fleets' average emissions?

Does your fleet meet the Clean Air Act's legislated requirements?

Enter below the number of electric trucks by category.

Scroll down to "Analysis" to see if you fleet conforms to regulations.

Click Print.

Click Request Analysis to receive analysis via e-mail.

The information on this page is deemed reliable but its accuracy is not guaranteed. Please contact your local CARB office for all details: http://www.arb.ca.gov/msprog/offroad/orspark/orspark.htm

OTHER TOOLS AVAILABLE:

Storage efficiency calculator

Hydrogen calculator

Raymond Tools

Emissions test online

SANTA FE SPRINGS, CA, United States

Thursday, 26 Jul 2007

The online emissions calculator

A simple automatic calculator has been posted on the Internet to allow fleet managers to test their compliance with the 2009 California Air Resource Board (CARB) requirements.

The self-assessment tool is the brainchild of Simon Walker, regional sales manager with electric forklift manufacturer, Raymond Corporation.

“I created an Excel version of the calculator a few weeks ago but have only just recently been able to get the format into a webpage to share over the web,” he says after launching the tool on forkliftaction.com earlier this week.

Walker explains that all the calculations are completely automated so that users entering their data get an instant indication of their fleet’s environmental emissions compliance.

Although the site hasn’t yet had many takers, Walker says the calculator was recently used to determine the compliance readiness of a large coffee roaster in California.

The company has a fleet of 50 old propane trucks and, using Raymond’s assessment, found that “their fleet, if they do nothing, will be five times over the 2009 CARB emissions limit”, Walker notes.

“However, if they simply retire 10 of their oldest units and replace them with zero-emissions (electric forklifts) and retrofit 33 of their remaining ‘uncontrolled’ trucks with catalytic converters, it is estimated they will be in compliance.

“The best news,” he adds, “is they have 18 months to incorporate the changes”.

Walker hopes the calculator “will take some of the complexity out of the CARB regulations and will lead to greater interest in our zero-emissions Raymond forklifts”.

While the online compliance measure is automated and anonymous, respondents who supply their contact details will get a thorough report with “some interpretation and advice on how to become compliant”.

Don’t be surprised if that advice includes purchasing new equipment from Raymond. As Walker explains, “many people do not know that by simply adding a couple of inexpensive electric pallet trucks, a company's average emissions can be greatly reduced”.

“This simple, inexpensive purchase in some cases might bring a fleet into 2009 compliance.” Of course, he’ll be even happier if they’re sourced from his inventory!

The compliance assessment can be found online at www.raymond-forklifts.com/Emissions_calculator.html

State of California

AIR RESOURCES BOARD

Resolution 06-11

May 25, 2006

Agenda Item No.: 06-5-4

WHEREAS, sections 39600 and 39601 of the Health and Safety Code authorize the Air

Resources Board (the Board or ARB) to adopt standards, rules, and regulations and to

do such acts as may be necessary for the proper execution of the powers and duties

granted to and imposed upon the Board by law;

WHEREAS, sections 43013 and 43018 of the Health and Safety Code authorize the

Board to adopt standards and regulations to control emissions from off-road or nonvehicle

engine categories to achieve the maximum degree of emission reductions

possible at the earliest practicable date;

WHEREAS, section 209(e)(1) of the federal Clean Air Act preempts states and their

political subdivisions, including the State of California and the local districts, from

adopting or enforcing emission standards or other requirements relating to the control of

emissions (other than in-use operational controls) of new nonroad engines less than

175 horsepower used in farm and construction equipment and vehicles;

WHEREAS, the United States Environmental Protection Agency (U.S. EPA) has

adopted regulations at title 40, Code of Federal Regulations, section 85.1601, et seq., to

define the scope of preemption as those new engines used primarily in farm and

construction equipment;

WHEREAS, section 209(e)(2) authorizes California to adopt standards and to seek

authorization from the U.S. EPA prior to enforcing emission standards or other

requirements relating to the control of emissions (other than in-use operational controls)

from nonroad engines (of which large spark-ignition engines are a subpart), not

otherwise preempted by section 209(e)(1);

WHEREAS, because of federal preemption of control of emissions from farm and

construction equipment under 175 horsepower, ARB and the U.S. EPA have worked

together to develop a harmonized national program in order to reduce emissions from

equipment with new large spark-ignition engines;

WHEREAS, in 1998 the Board originally adopted regulations to control exhaust

emissions from off-road large spark-ignition engines of 25 horsepower or more used in

eleven agreed upon non-preempted categories, but these regulations do not contain

Resolution 06-11 2

requirements for transient testing during certification or compliance determinations or

requirements for on-board diagnostics (OBD) systems;

WHEREAS, in 2002 U.S. EPA promulgated emission standards for hydrocarbons (HC)

and oxides of nitrogen (NOx) that harmonized with the ARB’s 1998 regulations

beginning in 2004, but required more stringent new engine emission standards and

evaporative emission standards, transient test procedures, and OBD systems

requirements beginning in 2007 because U.S. EPA believes that transient testing

procedures better reflect actual emissions from off-road large spark-ignition engines,

and OBD systems allow engine service personnel to evaluate the performance of the

engine’s emission control system;

WHEREAS, federal test data have shown that evaporative emissions from

gasoline-fueled off-road large spark-ignition engines can be significantly reduced with

the use of properly designed fuel tanks and fuel hoses yet existing ARB regulations do

not explicitly control evaporative emissions associated with off-road large spark-ignition

engines;

WHEREAS, manufacturers have requested that ARB harmonize with the 2007 federal

exhaust emission standards for off-road large spark-ignition engines and ARB seeks to

harmonize with the federal power designation of kilowatt (kW) for off-road large

spark-ignition engines;

WHEREAS, the State Implementation Plan for Ozone (SIP) adopted by the Board in

October 2003 directed ARB to harmonize with the more stringent 2007 federal

requirements by adopting an exhaust emission standard for off-road large spark-ignition

engines of 2.7 grams per kilowatt-hour (2.0 grams per brake horsepower-hour) and an

equivalent evaporative emission requirement and directed ARB to develop more

stringent near-, mid-, and long-term standards for off-road large spark-ignition engines

and equipment that reflected the availability and feasibility of zero- and near

zero-emission technologies;

WHEREAS, test and certification data have shown that exhaust emissions from off-road

large spark-ignition engines can be significantly reduced with the addition of an

emission control system incorporating closed-loop fuel control systems, fuel injection

systems, three-way catalysts, and combinations thereof;

WHEREAS, the application of automotive-derived-catalyst and fuel-delivery

technologies have allowed commercially available large spark-ignition engines to

achieve HC+NOx emission levels of 1.34 grams per kilowatt-hour (1.0 gram per brake

horsepower-hour) or less, with the cleanest engines having emissions of less than

0.134 grams per kilowatt-hour (0.1 gram per brake horsepower-hour);

WHEREAS, the existing regulation divides off-road large spark-ignition engines into two

categories based on engine displacement, with engines in the first category having a

displacement of less than or equal to one liter, and engines in the second category

Resolution 06-11 3

having a displacement of greater than one liter and being typically derived from

automotive engines;

WHEREAS, more stringent new federal exhaust emission standards for federal Class II

engines (less than 19 kW) are expected to be promulgated prior to the end of 2007 and

these standards also apply to engines greater than 19 kW, but with a displacement of

less than 1 liter;

WHEREAS, existing State regulations do not control exhaust emissions from off-road

large spark-ignition engines manufactured prior to 2001 and only control 25 percent of

those engines manufactured in 2001, 50 percent of those engines manufactured in

2002, and 75 percent of those engines manufactured in 2003, and emissions from

uncontrolled in-use engines may exceed those of engines certified to the State and

federal standards by 300 percent or more;

WHEREAS, test data show that many of these uncontrolled engines may be controlled

to existing HC+NOx emission standards or better through the use of retrofit emission

control systems;

WHEREAS, a standardized procedure is necessary to verify the performance level of

retrofit emission control systems;

WHEREAS, small fleets, defined as fleets with less than four pieces of equipment, are

least able to absorb the costs of in-use requirements; it is believed that these users, in

general, use their equipment fewer hours per year than mid- or large-size fleets;

WHEREAS, many operators of off-road large spark-ignition equipment can incorporate

battery electric or “zero-emission” equipment, especially forklifts, sweeper/scrubbers,

airport ground support equipment, and industrial tow tractors into their fleets;

WHEREAS, zero-emission equipment is readily available and is increasingly more

capable as equipment manufacturers incorporate features that enable the equipment to

be used in a wider variety of environments; these features include waterproof or sealed

electronics compartments to make them water resistant for outdoor conditions,

alternating-current motors that enhance performance capabilities, batteries that allow for

fast-charging, eliminating the need to swap out batteries and maintain a battery

charging room, and in the mid- to long-term, hydrogen fuel cell technologies that further

extend the capabilities of electric equipment;

WHEREAS, zero-emission technology is suitable and cost-effective in many

applications and provides ongoing zero-emission benefits for the life of the equipment;

WHEREAS, in late 2002, air carriers operating in the South Coast air basin signed a

Memorandum of Understanding (MOU) with ARB committing to reduce HC and NOx

emissions from new and in-use ground support equipment used in airport operations;

Resolution 06-11 4

the MOU included a requirement to have electric or zero-emission vehicles represent at

least thirty percent of the 1997 baseline fleet, in aggregate, by December 31, 2010;

WHEREAS, the staff has proposed regulatory amendments, set forth in Attachment A

hereto, that include the adoption of new emission standards and test procedures for

forklifts and other industrial equipment with 2007 and later model-year off-road large

spark-ignition engines, requirements for fleet users of such equipment, and verification

procedures for retrofit control systems;

WHEREAS, the proposed amendments to existing California standards and test

procedures are designed to harmonize as closely as possible with the federal program

to minimize administrative burden, complexity, and expenses that could result from

different state and federal testing requirements for non-preempt engines while still

maintaining the emission reduction benefits of the California program;

WHEREAS, adoption of procedures in close alignment with the U.S. EPA’s program for

large spark-ignition engines would additionally simplify the processes of certification and

production line testing and reduce the compliance burden placed on industry;

WHEREAS, optional lower-emission standards have been shown to provide an

incentive for developing emission controls that perform beyond mandatory standards,

and compliance with, and promotion of, optional lower-emission standards may aid

engine and equipment manufacturers in their marketing of less-polluting products, thus

harnessing competitive forces to spur research and development of cleaner technology;

WHEREAS, the Board has considered the effects of the proposed standards on the

economy of the State;

WHEREAS, the availability of high quality, motor-vehicle-grade liquefied petroleum gas

is critical to the efficient operation of fuel delivery and emission control systems;

WHEREAS, periodic reviews of industry’s progress, both in meeting current ARB

regulatory requirements and in striving to meet requirements with future effective dates,

have helped the Board determine whether it needs to reevaluate those requirements;

WHEREAS, the California Environmental Quality Act and Board regulations require that

no project that may have significant adverse environmental impacts be adopted as

originally proposed if feasible alternatives or mitigation measures are available to

reduce or eliminate such impacts;

WHEREAS, a public hearing and other administrative proceedings have been held in

accordance with the provisions of chapter 3.5 (commencing with section 11340), part 1,

division 3, title 2 of the Government Code;

WHEREAS, the Board finds that:

Resolution 06-11 5

Exhaust and evaporative HC+NOx emissions from off-road large spark-ignition

engines will account for approximately 35 tons per day in 2010 making the

category a significant source of air pollution;

To meet SIP requirements, ARB must continue to seek proportional and

incremental reductions from mobile sources, including off-road large

spark-ignition engines;

Cost-effective control technologies are available that can significantly reduce

exhaust and evaporative emissions from new off-road large spark-ignition

equipment and engines;

The greatest contribution to off-road large spark-ignition engine emissions comes

from uncontrolled in-use engines;

Cost-effective emission reductions are possible through the retrofit, replacement

or retirement of uncontrolled in-use off-road large spark-ignition engines and

equipment;

The proposed exemption for small fleets significantly reduces the economic

impact on equipment dealers and small fleets while still controlling the majority of

in-use engines;

Allowing industry to voluntarily certify engines to optional lower-emission

standards and to promote the optional certification-level standards through

equipment labeling could aid fleet operators in the purchase of lower emitting

engines and could further reduce emissions;

The certification levels of several 2004 model year engines and the known

capabilities of automotive-inspired emission control systems leads ARB to

believe that still lower emission standards on the order of 0.27 to 0.40 grams per

kilowatt-hour (0.2 to 0.3 grams per brake horsepower-hour) are technologically

feasible; however, manufacturers of off-road large spark-ignition engines have

little experience certifying their engines to the more stringent transient test

procedures required in the 2007 model year; additionally, poor quality liquefied

petroleum gas may have an adverse effect on the ability of the fuel delivery and

emission control systems in these engines to operate optimally; thus, ARB

should review the industry’s progress in meeting the standards and should

assess the ability to adopt yet lower standards as well as the degree to which

ARB and U.S. EPA have been able to achieve the goal of harmonization;

WHEREAS, the Board further finds that:

The off-road large spark-ignition engine exhaust and evaporative regulations,

procedures, and compliance programs are necessary to adequately enforce the

Resolution 06-11 6

emissions standards, and will independently help to reduce emissions from such

engines;

The requirements, procedures, and compliance programs for operators of

off-road large spark-ignition engine fleets are also necessary to adequately

address emissions from in-use engines;

The retrofit verification procedures for manufacturers of off-road large

spark-ignition engine retrofit emission control systems are needed by operators<