NESHAP for Existing Stationary EnginesNESHAP for Existing Stationary EnginesNESHAP for Existing Stationary EnginesEPA – Energy Strategies GroupConference Call with ICACMarch 25, 20092BackgroundStationary engine population (2008)Gas-fired engines – 320,000Diesel engines – 1,100,000Over 80% of stationary diesel engines are used inemergency power applicationsTypical use is only about 50 hours per yearEmergency applicationsPower generationFire suppression systemsFlood control systemsNon-Emergency ApplicationsPower generationOil and gas transmission (e.g., pipeline compression and transport)Agricultural (e.g., irrigation pumps, electricity generation, etc.)Other – pumps, welders, etc.3Background, cont’dStationary engines are contributors of:NOx, VOC, HAP, CO, CO2, PM2.5(including carbon black)Diesel PM2.5emissions from stationaryengines are less than 10%of total diesel PM2.5mobile inventoryBaseline emissionsGas-fired enginesHAP (e.g., formaldehyde, acetaldehyde, acrolein, benzene): 23,000tpyNOx: 550,000 tpyCO: 2,881,000 tpyVOC: 119,000 tpyDiesel enginesHAP (e.g., formaldehyde, acetaldehyde, acrolein, benzene): 3,000 tpyNOx: 620,000 tpyPM2.5: 20,000 tpyCO: 82,000 tpyVOC: 81,000 tpySOx: 11,000 tpy4What engine rules have we already issued?Date of actionDescription07/11/06NSPS for stationary diesel enginesRegulates criteria pollutants fornew diesel engines01/18/2008NSPS for stationarygas-fired enginesRegulates criteria pollutants fornew gas-fired engines06/15/2004MACT standards for new stationary engines(diesel and gas-fired)>500 HP at majorsources and existing gas-fired engines >500HP at major sourcesRegulates HAP emissions fornew diesel and gas-firedengines >500 HP at majorsources constructed on/after2002 and existing gas-firedengines >500 HP at majorsources constructed before200201/18/2008GACT for all newstationary engines (dieseland gas-fired) at areasources and MACT fornew stationaryengines (dieseland gas-fired)<500 HP at major sourcesRegulates HAP emissions fornew diesel and gas-firedengines at area sources andnew diesel and gas-firedengines <500 HP at majorsources constructed on/after20065What are our mandates for doing thisproposal?Statutory obligationConsent decree with EarthjusticeConsent decree with Environmental DefenseConsent decrees require proposal byFebruary 25, 2009Final regulations must be promulgated byFebruary 10, 2010This rule would limit HAP emissions at all remaining existingstationary enginesAll engines at area sources and all engines < 500 HP at major sourcesconstructed before 2006This rule would also limit HAPemissions from existing dieselengines > 500 HP at major sources constructed before 20026Control technologiesAftertreatment controlsNSCR can achieve significant HAP reductions fromrich-burn natural gas enginesOxidation catalysts (OC) can achieve significant HAPreductions from dieseland lean burn natural gasenginesBut OC’s can only reduce PM2.5by about 25-30% andnegligible reductions of soot (black carbon)Catalyzed diesel particulate filters (CDPF) can reduceHAP and PM2.5emissions from diesel enginesOxidation catalysts can approach CDPFs in HAP removal fromstationary diesel enginesVery effective in reducing diesel soot (black carbon) at >90%The NSPS and new source GACT and MACT standards willforce most new stationary diesel engines to use CDPF’sbeginning in 2011 once ultra-low sulfur diesel fuel is required7Summary of proposalExhaust aftertreatment controls for non-emergency enginesDiesel> 300 HP at major or area source2- and 4-stroke lean burn gas-fired250-500 HP at major source≥250 HP at area source4-stroke rich burn gas-fired50-500 HP at major source≥50 HP at area sourceLimits are based on:Oxidation catalyst for diesel and 2- and 4-stroke lean burn gas-firedUp to 90% reduction for HAP, CO, and VOC; 25-30% reduction forPM2.5Non-selective catalytic reduction for 4-stroke rich burn gas-firedUp to 90% reduction for HAP, CO and NOxAlthough most emission reductionstarget non-emergency engines, limitsare set for both emergency and non-emergency engines located atmajor sources (per Brick MACT court decision)8Expected Emission ReductionsCombined multi-pollutant emission reductions(tons in 2013)HAP: 13,000CO: 511,000NOx: 79,000PM2.5: 2,600VOC: 90,000SOx: 5,0009Compliance RequirementsPerformance testingInitial test only for:non-emergency engines 100-500 HP at major sourcearea sources subject to numerical standards (versusmanagement practices)Initial test plus subsequent test every 3 years or 8,760hours for:non-emergency engines >500 HP (major or area source)No test requirements for emergency enginesMonitoring requirements for large enginesUltra-low sulfur diesel fuel for non-emergency CI > 300HP10Costs and BenefitsCosts$528 million capital, $345 million annual in 2013Costs include emission controls, testing, monitoring,recordkeeping, reportingBenefits are expected to be significantly higher than thecostsRange of $0.9-$2.0 billion.Mostly driven by benefits from reducing PM2.5 and precursors.11Other issues discussed in the proposalHow to get at remaining PM2.5and black carbonemissions from existing diesel enginesCDPF are more difficult to retrofit on older engines(<1996) because of their high PM2.5emissions and lack ofelectronic controlsProposal asks for comments on the possibility ofrequiring use of CDPF’s for existing stationary dieselenginesAsks for technical information onthe feasibility of using CDPF’son older enginesWill investigate economicimpact on small businessTakes comment on alternative regulatory and non-regulatoryapproaches for getting atremaining engine emissionsTakes comment on the establishingtighter limits for other subsetsof engines12Questions?Melanie KingE-mail:king.melanie@epa.govPhone: 919-541-2469Jaime PagánE-mail:pagan.jaime@epa.govPhone: 919-541-5340