NESHAP for Existing Stationary 

NESHAP for Existing Stationary 

NESHAP for Existing Stationary 

EPA – Energy Strategies Group

Conference Call with ICAC

March 25, 2009
Background

 Stationary engine population (2008)

 Gas-fired engines – 320,000 Diesel engines – 1,100,000

 Over 80% of stationary diesel engines are 

emergency power applications

 Typical use is only about 50 hours per year Emergency applications

 Power generation Fire suppression systems Flood control systems

 Non-Emergency Applications

 Power generation Oil and gas transmission (e.g., pipeline compre Agricultural (e.g., irrigation pumps, electricity ge Other – pumps, welders, etc.
Background, cont’d

 Stationary engines are contributors of:

 NO

x, VOC, HAP, CO, CO

2, PM2.5 (including ca

 Diesel PM2.5 emissions from stationary engine

of total diesel PM2.5 mobile inventory

 Baseline emissions

 Gas-fired engines

 HAP (e.g., formaldehyde, acetaldehyde, acrolei

tpy

 NOx: 550,000 tpy CO: 2,881,000 tpy VOC: 119,000 tpy

 Diesel engines

 HAP (e.g., formaldehyde, acetaldehyde, acrolei NOx: 620,000 tpy PM2.5: 20,000 tpy CO: 82,000 tpy VOC: 81,000 tpy SO

x: 11,000 tpy
What engine rules have we alread

Date of action Description

07/11/06 NSPS for stationary diesel engines Reg

new 

01/18/2008 NSPS for stationary gas-fired engines Reg

new 

06/15/2004 MACT standards for new stationary engines 

(diesel and gas-fired) >500 HP at major sources and existing gas-fired engines >500 HP at major sources

Regnew engsou200engsou200

01/18/2008 GACT for all new stationary engines (diesel 

and gas-fired) at area sources and MACT for 

new stationary engines (diesel and gas-fired) <500 HP at major sources

Regnew engnew engsou200
What are our mandates for dproposal? Statutory obligation Consent decree with Earthjustice Consent decree with Environmental Defense Consent decrees require proposal by

February 25, 2009

 Final regulations must be promulgated by

February 10, 2010

 This rule would limit HAP emissions at all remain

stationary engines

 All engines at area sources and all engines < 500 H

constructed before 2006

 This rule would also limit HAP emissions from ex

engines > 500 HP at major sources constructed b
Control technologies

 Aftertreatment controls

 NSCR can achieve significant HAP red

rich-burn natural gas engines

 Oxidation catalysts (OC) can achieve s

reductions from diesel and lean burn nengines

 But OC’s can only reduce PM2.5 by about 2

negligible reductions of soot (black carbon)

 Catalyzed diesel particulate filters (CD

HAP and PM2.5 emissions from diesel e

 Oxidation catalysts can approach CDPFs i

stationary diesel engines

 Very effective in reducing diesel soot (blac The NSPS and new source GACT and MA

force most new stationary diesel engines to beginning in 2011 once ultra-low sulfur die
Summary of proposal Exhaust aftertreatment controls for non-emergenc

 Diesel 

 > 300 HP at major or area source

 2- and 4-stroke lean burn gas-fired

 250-500 HP at major source

≥ 250 HP at area source

 4-stroke rich burn gas-fired

 50-500 HP at major source

≥ 50 HP at area source

 Limits are based on:

 Oxidation catalyst for diesel and 2- and 4-stroke lea

 Up to 90% reduction for HAP, CO, and VOC; 25

PM2.5

 Non-selective catalytic reduction for 4-stroke rich bu

 Up to 90% reduction for HAP, CO and NOx

 Although most emission reductions target non-eme

are set for both emergency and non-emergency enmajor sources (per Brick MACT court decision)
Expected Emission Reduction

 Combined multi-pollutant emission r

(tons in 2013)

 HAP: 13,000 CO: 511,000 NOx: 79,000 PM2.5: 2,600 VOC: 90,000 SOx: 5,000
Compliance Requirements

 Performance testing

 Initial test only for:

 non-emergency engines 100-500 HP at ma area sources subject to numerical standard

management practices)

 Initial test plus subsequent test every 3 

hours for:

 non-emergency engines >500 HP (major o

 No test requirements for emergency en

 Monitoring requirements for large engines Ultra-low sulfur diesel fuel for non-emerge

HP
Costs and Benefits

 Costs

 $528 million capital, $345 million annual in 201 Costs include emission controls, testing, monit

recordkeeping, reporting

 Benefits are expected to be significantly h

costs

 Range of $0.9-$2.0 billion. Mostly driven by benefits from reducing PM2.5 
Other issues discussed in the 

 How to get at remaining PM2.5 and black ca

emissions from existing diesel engines

 CDPF are more difficult to retrofit on older 

(<1996) because of their high PM2.5 emissi

electronic controls

 Proposal asks for comments on the possib

requiring use of CDPF’s for existing stationengines

 Asks for technical information on the feasibility o

on older engines

 Will investigate economic impact on small busin Takes comment on alternative regulatory and no

approaches for getting at remaining engine emis

 Takes comment on the establishing tighter limits 

of engines
Questions? Melanie King

E-mail: king.melanie@epa.govPhone: 919-541-2469

 Jaime Pagán

E-mail: pagan.jaime@epa.govPhone: 919-541-5340