1. Nonroad Diesel Engine and Fuel Standards
Chet France
U.S. Environmental Protection Agency
STAPPA / ALAPCO Spring Meeting
May 7, 2002

2. Overview Perspective on nonroad diesel emissions
Our plans for future standards
Issues
Next steps

3. Nonroad Diesels Construction Industrial Agricultural
excavators, bulldozers, ...
Industrial
portable generators, forklifts, airport service equipment...
Agricultural
tractors, combines, irrigation pumps, ...

4. 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

5. Mobile Source PM nonroad diesel equipment trucks & buses cars & SUVs
200
nonroad diesel
equipment
Thousand tons
100
trucks & buses
cars &
SUVs
2000
2010
2020
2030

6. 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

7. Phase-In of Existing Nonroad Diesel Standards
Tier 1
Similar to highway 2004
Similar to highway 1998
Tier 2
Bars reflect gradual phase-in
of standards by engine size
Tier 3
1996
1998
2000
2002
2004
2006
2008
2010

8. 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

9. PM Emissions with Trap Typical test filter – current standards
Test filter – 2007 standards
Unused test filter

10. Sulfur in Diesel Fuel Where things stand: ppm sulfur ~3000
Typical nonroad fuel today
(unregulated)
Where things stand:
Sulfur in
Diesel Fuel
500
Highway fuel today (maximum)
(also California nonroad diesel ) 15
Highway fuel in 2006

11. Diesel Fuel Consumption (1998)
Nonroad
equipment
20%
Locomotives
& marine 9%
On-highway
54%
Home
heating fuel
17%

12. Nonroad Diesel Fuel Distribution System
Marine tankers
& barges
dyed for tax purposes at various
points in the distribution system
Barge
~111
Off-Highway
diesel refineries
(~29 small)
~6800
Bulk plants
Pipeline
~4000 Transport trucks
~800 Bulk terminals
Rail
Fuel oil dealers
Refinery terminals
~5000
Mobile
refuelers
~40,000 Tank wagons
~5000
service
stations
~350
Locomotive
fuel tanks
~75,000
centrally-
fueled fleet
tanks
~100,000 Industrial tanks
~12,500
Marine
tanks
Home heating
fuel for millions
of homes
& businesses
~1,300,000
farm tanks

13. 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

14. Timing Constraints for Tier 4 engine standards:
Technology introduction on highway ( )
Coordination with Tier 3 requirements ( )
Timing of fuel change
Constraint for fuel change:
Coordination with highway diesel and gasoline changes ( ).
Considering fuel change in ,
Engine standards will start with fuel program

15. 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

16. 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

17. 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

18. 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

19. 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

20. 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