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EPA’s Proposal for Nonroad Diesel Engines & Fuel
July, 2003
combine 285 hp
light tower 10 hp
mini-trackloader 20 hp
skid steer loader 80 hp
trencher 50 hp
off-highway truck1000 hp
2WD tractor 130 hp backhoe
loader 80 hp
genset 20 hp
utility vehicle 18 hp
Widespread Need for Air Pollution Reductions
Nonroad emissions - 44% total mobile source PM and 12% total mobile source NOx NW
Clean Air Act requires EPA to take steps to remedy regional haze in 156 pristine “Class I” areas
127 million people live in 353 counties that exceed the air quality standard for ozone or fine PM, or both
Diesel exhaust is likely to be carcinogenic to humans
Fine particles from diesel exhaust can remain in the atmosphere for weeks, and carry over hundreds of miles
2000 2010 2020 20300
100
200
Tho
usan
d t
ons
Mobile Source PM
cars &SUVs
trucks & buses
nonroad dieselequipment
Controlling Nonroad Diesel Emissions Presents Some Challenges
Extreme environmental conditions encountered Variety of operating patterns, engine sizes, packaging constraints Ruggedness demanded by users is often achieved by oversizing--
cooler exhaust makes catalyst-based aftertreatment challenging. Nonroad diesel fuel is currently unregulated
contains upwards of ~3400 ppm sulfur problematic for sulfur-sensitive control technologies
~60 nonroad(very global
market)
~10 highway(mostly U.S.)
~800 nonroad equipment makers (many quite small)
~16 truck makers
engine companies OEMs models
~6000 nonroad machine models
~200 truck models
Nonroad Diesel Industry Is More Diverse Than Highway
Tier 4 Program Considerations
Treat the diesel fuel and engine as a system.
Transfer advanced technology from 2007 highway program to nonroad applications.
Provide 6-10 years lead time for fuels and engines.
Include flexibility provisions to minimize costs.
Avoid interference with implementation of 2007 highway diesel program (put in place by EPA in 2001).
nonroad equipment 10%
marine 2.5%
locomotive 3.5%
low sulfur fuel (highway) 67%
regulated since 1993
home heating,etc 17%
not covered
DistillateFuels
covered bythe proposal
Phase-In of Nonroad Diesel Standards
1998 2000 2002 2004 2006 2008 2010
Tier 3
Similar tohighway
2004
Similar tohighway
1998
Tier 1
Tier 2
2012 2014
Similar tohighway 2007
(advanced aftertreatment)
new Tier 4
proposal
1996
Tier 2
88
77
66
55
44
33
22
11
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
NOxNOx(g/hp-hr)
PM(g/hp-hr)
3400ppm
sulfur
<25 hp 25-75 hp 75-175 hp 175-750 hp >750 hp
Today fuel
PM
NOxNOxTier 1
Tier 1-2
Tier 1
88
77
66
55
44
33
22
11
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
NOxNOx(g/hp-hr)
PM(g/hp-hr)
3400ppm
sulfur
<25 hp 25-75 hp 75-175 hp 175-750 hp >750 hp
2007 fuel
PM
NOxNOx
88
77
66
55
44
33
22
11
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
NOxNOx(g/hp-hr)
PM(g/hp-hr)
3400ppm
sulfur
<25 hp 25-75 hp 75-175 hp 175-750 hp >750 hp
2007 2007
500ppm
sulfur
fuel
PM
NOxNOx
Large immediate reductions in sulfate PM & SOx from existing fleet
88
77
66
55
44
33
22
11
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
NOxNOx(g/hp-hr)
PM(g/hp-hr)
3400ppm
sulfur
<25 hp 25-75 hp 75-175 hp 175-750 hp >750 hp
500ppm
sulfur
fuel
PM
NOxNOxTier 4Tier 4
2008
Achieves early Tier 4 PM reductions
88
77
66
55
44
33
22
11
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
NOxNOx(g/hp-hr)
PM(g/hp-hr)
3400ppm
sulfur
<25 hp 25-75 hp 75-175 hp 175-750 hp >750 hp
2010
500ppm
sulfur
15ppm
sulfur
fuel
PM
NOxNOxTier 4Tier 4
Enables advanced-technology nonroad engine standards.Not applied to locomotive/marine fuel (comment requested).
88
77
66
55
44
33
22
11
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
NOxNOx(g/hp-hr)
PM(g/hp-hr)
<25 hp 25-75 hp 75-175 hp 175-750 hp >750 hp
15ppm
sulfur
fuel
50%
50%
PM
NOxNOx
0.30
0.02
3.5NOx+NMHC
5.6NOx+NMHC
0.01 0.01 0.010.30 0.30 0.30
by 2014 Tier 4Tier 4
95+% reductions in PM and ~90% reductions in NOx
A vivid demonstration of what this is all about
Unused test filter
Typical test filter – current standards
Test filter – Tier 4 PM standards
Provisions to Reduce Economic Impacts
Gradual, coordinated phase-in of the Tier 4 standards to:
maximize technology transfer from 2007 highway program
address redesign workload for diesel engines and machines
Additional lead time for small refiners/engine manufacturers.
Early credits to encourage companies to meet requirements early.
Averaging, Banking, & Trading provisions for engine companies.
Up to 7 years additional lead time given to equipment
manufacturers for small-volume products.
Companies may petition EPA for relief if the burden of the
regulations would cause severe economic hardship.
Other Key Provisions Nonroad retrofit credit program
Taking comment on allowing retrofitted nonroad engines to generate credits that could be used in ABT program Want to ensure credits are surplus, verifiable,
quantifiable, and enforceable Based on use of advanced emission control
technologies Certification and compliance test procedures
Supplemental transient test Cold start testing component Not-to-exceed requirements
Cost Impacts for Engine & Equipment Manufacturers
Costs vary with engine size and equipment application. For the majority of equipment models, the cost of meeting the standards will be ~1-
2% compared with typical retail prices. Costs could range higher for some equipment. Some typical examples:
Diesel Fuel Refiner, Distributor, & User Impacts
Average fuel cost (refining, distribution, & lubricity additive): 4.8 ¢/gal
Maintenance savings to nonroad equipment operator from cleaner fuel: 3.3
Net consumer cost of fuel change: 1.5 ¢/gal
Fuel costs expected to vary by region of the country (3.0 to 8.9 ¢/gal)
Nationwide PM Reductions From Nonroad Diesels
(PM2.5 tons/year)
with proposedstandards
without proposedstandards
PM
200,000
400,000
600,000
800,000
1,000,000
1,200,000
1,400,000
1,600,000
1,800,000
2000 2005 2010 2015 2020 2025 2030
Nationwide NOx Reductions From Nonroad Diesels (tons/year)
with proposedstandards
without proposedstandards
NOx
Estimates of Reductions for WRAP States
In 2030, estimate that reductions from rule will lead to annual benefits in WRAP states of ~ 2,500 premature mortalities prevented ~ 180,000 tons NOX reduced ~ 20,000 tons PM reduced
Visibility benefits estimates for 2030 in Class 1 Areas included in NPRM Change in annual average deciviews:
Southwest – 0.21 California – 0.3 Rocky Mountain – 0.24 Northwest – 0.24
Benefits The program will prevent annually:
9,600 premature deaths 16,000 nonfatal heart attacks 5,700 cases of chronic bronchitis 8,300 hospital admissions 14,000 annual acute bronchitis attacks in children nearly 1 million lost work days
Comparable to benefits of 2007 highway truck program
Will also help improve visibility
Overall, on a dollar basis: $81 billion/year Greatly outweighs $1.5 billion/year program cost$
Other Considerations for Users Healthier workers & families-- Those who live and work around diesels
will especially benefit from greatly reduced exhaust toxicity
Biodiesel opportunity to restore fuel lubricity lost by desulfurization Biodiesel has excellent lubricity and no sulfur E-diesel will also benefit due to its near-zero sulfur content
Better Running Engines (including existing fleet) from sulfur removal Sulfuric acid corrodes cylinder liners, rings, exhaust system Acid also degrades lube oil-- oil change intervals will be extended
Proposal applies only to new equipment; does not mandate retrofits
Nonroad and highway fuel will be essentially identical for the first time in 18 years -- could potentially simplify on-site tankage
Stakeholder Reactions Initial reactions have been quite positive overall
All stakeholder groups support basic program requirements, timing
Expect to work through technical and other issues with stakeholders
Expected key areas of comment: Timing and level of some engine standards Timing and implementation of fuel program Further reductions in sulfur levels for locomotive
and marine fuel, more stringent emission standards
Benefits analysis
Next Steps Public Hearings
New York June 10 Chicago June 12 Los Angeles June 17
Comment period open until August 20
Final rule in Spring 2004 Advance notice for new locomotive and marine
diesel engine standards
Copy of proposal and supporting documents are available from:
www.epa.gov/nonroad/ Specific questions:
Don Kopinski (734) 214-4229 [email protected]
Paul Machiele (743) 214-4264
APPENDIX
Proposed Engine Standards Program 500 ppm NR fuel 15 ppm NR fuel
\ \
hp 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
<25 Tier 1 PM (reductions w/oxidation catalysts or engine-based control)
25-75 PM (reduction w/oxidation catalysts or engine-based control) PM: 100% NOx
existing Tier 2
75-175existing Tier 3
PM:100%
NOx: 50% 50% 100%
175-750PM: 100%
NOx: 50% 50% 50% 100%
>750Tier 1 existing Tier 2
PM &NOx:50% 50% 50% 100%
Percentages indicate portion of sales required to meet advanced emission control technology standards
