Transcript No Slide Title

Nonroad Diesel Engine
and Fuel Standards
Chet France
U.S. Environmental Protection Agency
STAPPA / ALAPCO Spring Meeting
May 7, 2002
Overview
• Perspective on nonroad diesel emissions
• Our plans for future standards
• Issues
• Next steps
Nonroad Diesels
• Construction
– excavators, bulldozers, ...
• Industrial
– portable generators, forklifts,
service equipment...
airport
• Agricultural
– tractors, combines, irrigation pumps, ...
Need for Action
• Clearly a big source of diesel PM
– Diesel PM increasingly a focus of toxics and air
quality concerns
– High priority for the Agency
• Also potential for major NOx reductions
– important to States ozone plans
• Top regulatory priority for OTAQ
– Have briefed OAR AA & EPA Administrator
– supportive of moving ahead
Thousand tons
Mobile Source PM
200
nonroad diesel
equipment
100
trucks &
buses
cars &
SUVs
0
2000
2010
2020
2030
Nonroad Diesel NOx
• We have set 3 tiers of standards phasing in between
1996 and 2008
• Even so, NOx emissions from new Tier 3 engines will
still be up to 20 times higher than highway diesels sold
in the same timeframe
• NOx remains a major concern for ozone attainment
and maintenance plans in many cities
• Nonroad diesel NOx contribution can be very high -20% or more in some places
• Potential NOx reduction from this program could
approach a million tons a year
Phase-In of Existing Nonroad Diesel Standards
Tier 1
Similar to
highway
1998
Tier 2
Bars reflect gradual phase-in
of standards by engine size
1996
1998
Similar to
highway
2004
2000
2002
Tier 3
2004
2006
2008
2010
Tier 4 Systems Concept-Engines & Fuel
Planning to follow a systems approach similar to
the 2007 highway diesel rule:
• Diesel aftertreatment
– to achieve significant reductions in NOx and PM
– new program would also address transient test cycle
and in-use emissions
• Fuel sulfur reduced to 15 ppm
– to enable aftertreatment technologies
– and get large immediate sulfate PM reductions from
existing fleet
PM Emissions
with Trap
• Typical test filter –
current standards
• Test filter – 2007
standards
• Unused test filter
ppm sulfur
~3000
Where
things
stand:
Sulfur
in
Diesel
Fuel
500
15
Typical nonroad fuel today
(unregulated)
Highway fuel today (maximum)
(also California nonroad diesel )
Highway fuel in 2006
Diesel Fuel Consumption
(1998)
Nonroad
equipment
20%
Locomotives
& marine
9%
Home
heating fuel
17%
On-highway
54%
Nonroad Diesel Fuel Distribution System
Barge
~111
Off-Highway
diesel
refineries
(~29 small)
Marine tankers
& barges
dyed for tax purposes at various
points in the distribution system
~6800
Bulk plants
Pipeline
~4000 Transport trucks
Rail
~800 Bulk terminals
Refinery
terminals
Fuel oil
dealers
~5000
Mobile
refuelers
~40,000 Tank
wagons
~350
Locomotive
fuel tanks
~5000
service
stations
~75,000
centrallyfueled fleet
tanks
~100,000
Industrial
tanks
~1,300,000
farm tanks
~12,500
Marine
tanks
Home heating
fuel for millions
of homes
& businesses
Benefits of Fuel Change
Beyond Enabling Technology
• Direct & secondary sulfate PM reductions
• Different from highway rule due to very high
sulfur level of nonroad diesel fuel
– example: reducing sulfur to 15 ppm would reduce
PM by ~25,000 tons in the first year
– If locomotive & marine fuel were included, would
get proportionally large added reductions
• Lower engine maintenance costs
– sulfur affects oil change intervals, engine life
Timing
• Constraints for Tier 4 engine standards:
– Technology introduction on highway (2007-2010)
– Coordination with Tier 3 requirements (2006-2008)
– Timing of fuel change
• Constraint for fuel change:
– Coordination with highway diesel and gasoline
changes (2004-2011).
• Considering fuel change in 2006-2012,
• Engine standards will start with fuel program
Initial Industry Input / Feedback
• Engine and equipment manufacturers
– Major companies have made Tier 4 proposals
– Others want clean fuel but vary on Tier 4 support
• Refiners
– variety of positions and suggested approaches
– Major issues:
timing and mandatory vs. highway surplus-based program
• Builders, farmers, ...
– Not heavily engaged at this point
– main issue will be cost
Issues for Engine & Equipment
Manufacturers
• Timing, level, and scope of Tier 4 standards
–
–
–
–
–
–
experience limited -- Tier 2 is just now phasing in
engine / equipment redesign too soon after Tier 3
cost and feasibility for small diesel engines
several hundred equipment makers, many small
hundreds of extremely diverse applications
severe operating environments
• Harmonization with Europe
– nonroad diesel companies are far more global than
highway
Issues for Engine & Equipment
Manufacturers (continued)
• Implementation flexibility
– especially for small equipment manufacturers
– coordination with Tier 3 program
• Misfueling
– especially if fuel is phased in gradually
Issues for Fuel Providers
• Some refiners support 15 ppm sulfur goal
– matches highway spec
– same technology enablement goals
• Include locomotive and marine fuel?
• Implementation: When and How? -– 100% all-at-once
– Phase-in: regulate end-users instead of refiners
• May be high capital costs for some refineries
• Implementation flexibility for small refiners
– some only make nonroad fuel-- no ready H2 supply
Emission Reductions
• Potentially very significant PM & NOx
reductions
– PM reductions exceed those of 2007 highway
program if assume similar control efficiencies
– Also large NOx reductions, important to States
ozone attainment/maintenance plans
• Also very significant toxics reductions
– diesel PM and toxic gaseous compounds
Next Steps
• Engaging stakeholders
• Conducting technical analyses of various options
• Proposal to OMB by the end of this year
• Proposal published in early 2003
This project is OTAQ’s top regulatory priority