Concrete Pump Diesel Emissions Regulation Update

by Hank de Carbonel

Seven—yes, that’s right, seven—years ago I was asked by the ACPA’s executive director, Christi Collins, to attend a meeting with the California Air Resource Board, “fondly” known as CARB to see if anything they were working on would be of interest or have an effect upon concrete pumpers. The answer was “$%&@#!!!” Since then, I have attended almost every monthly board meeting and served on any number of committees and panels to try and slow down or stop this growing bureaucracy.

For those of you doing business in California, you’re well aware of CARB. Established in 1967, it was developed as a department within the California Environmental Protection Agency to improve the quality of air for its residents. And most recently, CARB issued rules and regulations governing diesel engines and exhaust emissions for all trucks operating in, as well as those involved in, interstate transit into California—this of course includes concrete pumps.

So why should the rest of you care? California is the only state allowed to have its own air regulatory agency since it was the only state that had one before the Clean Air Act, but while the other 49 states are bound to comply with federal regulations, they are permitted to adopt the same regulations as CARB. So there’s a very good chance you might be next. To date, over 24 states are in the process of adopting the same diesel engine emission requirements as CARB.

Included in this new CARB regulation is the requirement of a Diesel Particulate Filter (DPF), also known as VDECs, which would need to be installed on every (concrete pump) truck by the end of this year—unless, of course, your engine is already in-line with current emissions technology.

There are several types of these filters: the “active” type requires a regeneration of the pump’s engine when the filter becomes blocked by too much particulate. As the filter becomes full, a series of colored lights mounted in the pump’s cab indicates the filter’s condition and if ignored, will shut down the pump’s engine. You can already see the problem—operators aren’t always in the cab enough to know when regeneration is required and this could cause the complete shutdown of a pumping operation. There are also “passive” type filters that will regenerate without the engine shutting down, but these are typically restricted to engines with normal operating temperatures and long continuous running cycles. Both filters are sensitive to low engine temperatures and really don’t like engine idling, as both of these conditions cause excessive and rapid build-up of particulates. Unfortunately for concrete pumps, low temperatures and long idle times are normal. To make matters worse, these filters cost approximately $20,000 each, are specific to each engine and must be CARB approved.

Recently, I formed a group of California boom pump owners who collectively own over 300 booms to seek some type of relief. Our goal is to either exempt or delay imposition of the rules for concrete pumps. We have enlisted two firms to help us: one is a specialist in documentation and rules and regulations of CARB, and the other is a specialist in the technical and historical aspects of the formulation of the CARB rules. Both have a history of success with other specialized equipment and dealing with the CARB.

Our argument’s main focus is on safety, the remote operation of the boom by the pump operator and the perishable factor of the concrete. Concrete simply cannot wait the 45 minutes required for regeneration to take place if we were to use an “active” type of DPF. Cal Trans specifications and contract documents of all types, as well as industry standards, will be used as part of our argument.

Within two and a half months, we assembled together, exchanged emails and held four meetings—two each in southern and northern California, developed a budget and obtained funding, all without rancor or disagreement! Pretty amazing for a roomful of pumpers, but nothing unites like a crisis. We expect to have a communication draft prepared for CARB sometime within the next ten days and as a result of our collaboration, new information has come to light pertaining to specific units that will be especially useful. Depending on CARB’s schedule, we’re hoping for a formal hearing by the end of September. Other types of specialized equipment have been granted delays or deferments, so we are optimistic on our chances for success. The cost of doing nothing is enormous and well worth our efforts for consideration.

Yes, this problem is here on planet California now, but it is spreading all around the country. Just multiply the number of booms in your fleet by $20,000 and see if it doesn’t get your attention—better yet, CARB prefers you simply replace your concrete pump’s truck or engine. And of course, that leaves the obvious question: where does all the used equipment go and who would buy it?

If you don’t have someone to monitor your state agencies, these issues will be upon you without you even knowing whether there’s anything you can do, and what. We should all be thankful (except me!) to the ACPA and Christi for keeping a watchful eye on our industry. I’ve spent the last seven years reading about things I never even knew existed and learning things about government I did not want to know. I would suggest finding a retired or redundant person who lives near your state capitol and who can attend and participate in rulemaking for your interests, not a firm that represents others, because we really are different and tend to get lost or traded off in these firms.

Most especially, be very thankful you have an association that is working for and with you.

Hank de Carbonel is a longtime member of the ACPA and is currently the director of the California Concrete Pumpers Alliance and as well serving on the Cal Trans advisory committee for oversize loads and permit policy. Hank can be contacted at either hankcarbonel@sbcglobal. net or (916) 768-0329.