1Note
that
the
reductions
shown
in
this
table
are
not
cumulative
totals
but
are
the
reductions
in
the
year
2015
only.

2All
PM
emissions
are
assumed
to
be
smaller
than
10
microns
(
PM
10)
and
PM
2.5
is
assumed
to
compose
97
percent
of
PM
10
emissions.

1
MEMORANDUM
DATE:
June
3,
2005
SUBJECT:
Emission
Reduction
Associated
with
NSPS
for
Stationary
CI
ICE
FROM:
Tanya
Parise,
Alpha­
Gamma
Technologies,
Inc.

TO:
Sims
Roy,
EPA
OAQPS
ESD
Combustion
Group
The
purpose
of
this
memorandum
is
to
provide
an
estimate
of
the
emission
reduction
of
the
proposed
new
source
performance
standards
(
NSPS)
for
stationary
compression
ignition
(
CI)
internal
combustion
engines
(
ICE).
This
memorandum
will
also
describe
how
emissions
reductions
were
calculated
and
document
the
assumptions
used.

The
proposed
NSPS
is
estimated
to
reduce
nitrogen
oxides
(
NO
x),
particulate
matter
(
PM),
carbon
monoxide
(
CO),
sulfur
dioxide
(
SO
2),
non­
methane
hydrocarbons
(
NMHC),
and
hazardous
air
pollutants
(
HAP)
in
the
year
2015
as
shown
in
Table
1.

Table
1.
Summary
of
Emissions
Reductions
in
2015
Pollutant
Emission
Reduction
in
2015
(
tpy)
1
NO
x
38,000
PM2
3,000
CO
18,000
SO
2
9,000
NMHC
600
3US
EPA.
Exhaust
and
Crankcase
Emission
Factors
for
Nonroad
Engine
Modeling
 
Compression
Ignition.
EPA420­
P­
04­
009.
April
2004.
NR­
009c.

2
HAP
90
Background
The
proposed
NSPS
for
stationary
CI
engines
will
reduce
emissions
of
NO
x,
PM,
CO,
SO
2,
NMHC,
and
HAP.
It
is
estimated
that
NO
x
adsorbers
will
reduce
NO
x
emissions
by
90
percent.
Similarly,
it
is
estimated
that
catalyzed
diesel
particulate
filters
will
reduce
PM
emissions
by
more
than
90
percent
and
also
reduce
CO,
NMHC,
and
HAP
emissions
by
a
significant
amount.
The
emissions
reductions
for
NO
x,
PM,
CO,
NMHC,
and
HAP
were
estimated
based
on
the
difference
between
emissions
with
and
without
Tier
4
emission
standards
that
require
add­
on
control.
Note
that
the
proposed
NSPS
does
not
require
emergency
engines
to
meet
Tier
4
emissions
standards.
The
emission
factors
used
to
estimate
the
difference
between
controlled
and
uncontrolled
levels
for
this
estimate
were
obtained
from
documentation
developed
for
the
rule
for
nonroad
diesel
engines.
3
The
emission
factors
used
to
estimate
emissions
reductions
are
attached
to
this
memorandum
as
Appendix
A.
For
CO,
there
is
no
emission
standard
based
on
add­
on
control,
however,
emissions
of
CO
will
be
reduced
through
the
use
of
other
add­
on
controls
necessary
to
achieve
Tier
4
levels
of
NO
x
and
PM.
It
is
estimated
that
CO
will
be
reduced
by
about
90
percent.

Emissions
of
SO
2
will
be
reduced
through
the
use
of
lower
sulfur
fuel.
The
proposed
NSPS
requires
owners
and
operators
to
use
diesel
fuel
containing
500
parts
per
million
(
ppm)
sulfur
or
less
starting
October
1,
2007.
More
stringent
fuel
standards
will
be
required
starting
October
1,
2010.
Owners
and
operators
must
then
use
diesel
fuel
containing
15
ppm
sulfur.

Emission
Reduction
NO
x,
PM,
CO,
NMHC
As
mentioned,
the
emissions
reductions
were
estimated
based
on
the
difference
between
emissions
with
and
without
Tier
4
emissions
standards
that
require
add­
on
control.
For
the
purposes
of
estimating
reductions
associated
with
the
NSPS,
it
was
assumed
that
stationary
CI
engines
would
be
emitting
the
same
level
of
emissions
as
nonroad
CI
engines
in
the
absence
of
a
regulation
up
through
Tier
2/
3.
That
is,
even
in
the
absence
of
the
NSPS,
EPA
would
expect
that
stationary
CI
engines
would
be
reducing
the
level
of
emissions
due
to
the
nonroad
CI
engine
rule.
For
example,
for
engines
between
75
and
100
horsepower
(
HP),
Tier
2
for
NO
x
is
in
effect
starting
with
the
2004
model
year
(
MY),
Tier
3
for
NO
x
starts
with
model
year
2008,
and
Tier
4
for
NO
x
for
these
engines
starts
with
2014
MY
engines.
In
this
case,
the
emission
4US
EPA.
Emission
Factor
Documentation
for
AP­
42
Section
3.4.
April
1993.

3
EF
pollutant
x
Size
x
hrs
yr
x
0.0022046
x
Pop
year
2,000
(
Equation
1)
reduction
would
be
calculated
based
on
the
difference
between
Tier
3
NO
x
levels
and
Tier
4
NO
x
levels.
For
other
size
engines,
it
may
be
Tier
2
that
is
the
most
stringent
level
prior
to
Tier
4,
e.
g.,
for
engines
greater
than
750
HP,
there
is
no
Tier
3,
therefore,
the
emission
reduction
would
be
the
difference
between
Tier
2
NO
x
levels
and
Tier
4
NO
x
levels.

To
calculate
emissions,
the
following
general
equation
was
used:

where:

EF
pollutant
=
Pollutant
emission
factor,
in
units
of
grams
per
horsepower­
hour
(
g/
HP­
hr),
Size
=
Average
engine
size,
in
units
of
HP,
hrs/
yr
=
Average
hours
of
operation
(
1,000
hrs/
yr
for
prime
engines;
37
hrs/
yr
for
emergency
engines),
0.0022046
=
Conversion
factor,
in
units
of
lb/
g,
Pop
year
=
Number
of
affected
engines
in
applicable
year,
and
2,000
=
Conversion
factor,
in
units
of
ton/
lb.

Baseline
emissions
were
calculated
using
emission
factors
corresponding
to
the
tier
levels
required
prior
to
Tier
4.
Controlled
emissions
were
calculated
using
emission
factors
corresponding
to
Tier
4
for
prime
engines
(
shown
in
yellow
in
Tables
A­
1
through
A­
5
of
Appendix
A).
The
average
size
used
to
calculate
emissions
for
each
HP
range
is
shown
in
Appendix
B.
A
sample
calculation
of
the
reduction
of
NO
x
emissions
in
the
year
2011
is
shown
in
Appendix
C.

SO
2
To
calculate
the
reductions
of
SO
2
emissions,
it
was
assumed
that
the
current
level
of
sulfur
in
diesel
fuel
used
by
stationary
CI
engines
is
500
ppm.
Reductions
of
SO
2
would
occur
as
a
result
of
requiring
the
use
of
15
ppm
sulfur
fuel
starting
October
1,
2010.
The
net
reduction
of
sulfur
would
be
(
500­
15)
ppm
=
485
ppm
sulfur,
or
0.0485
percent
sulfur.
To
calculate
the
reductions
of
SO
2
from
stationary
CI
engines
subject
to
the
proposed
rule,
EPA
consulted
AP­
42,
section
3.4.4
According
to
Table
3.4­
1
of
AP­
42,
emissions
of
SO
2
are
0.00809
lb/
HP­
hr
times
the
percent
sulfur
in
the
4
0.00809
x
0.0485
x
Size
x
hrs
yr
x
Pop
year
2,000
(
Equation
2)
fuel.
It
was
assumed
that
all
the
sulfur
in
the
fuel
is
converted
to
SO
2.
The
estimated
reductions
of
SO
2
were
calculated
as
follows:

where:

0.00809
=
SO
2
emission
factor
from
AP­
42,
in
units
of
lb/
HP­
hr,
0.0485
=
Sulfur
content
difference
between
500
ppm
and
15
ppm
fuel,
percent,
Size
=
Average
engine
size,
in
units
of
HP,
hrs/
yr
=
Average
hours
of
operation
(
1,000
hrs/
yr
for
prime
engines;
37
hrs/
yr
for
emergency
engines),
Pop
year
=
Number
of
affected
engines
in
applicable
year,
and
2,000
=
Conversion
factor,
in
units
of
ton/
lb.

For
example,
EPA
estimates
there
will
be
8,538
prime
engines
between
50
and
75
HP
affected
by
the
rule
in
2011.
The
SO
2
reduction
for
these
engines
in
the
year
2011
is
calculated
as
follows:

(
0.00809
lb/
HP­
hr
x
0.0485
x
63
HP
x
1,000
hrs/
yr
x
8,538)
/
2,000
lb/
ton
=
105
tpy.

The
SO
2
reduction
for
emergency
engines
is
calculated
in
a
similar
fashion,
replacing
1,000
hrs/
yr
with
37
hrs/
yr
and
8,538
with
the
population
of
new
emergency
engines
in
2011
(
34,150),
yielding
an
SO
2
reduction
for
emergency
engines
between
50
and
75
HP
in
the
year
2011
of
16
tpy.
The
total
SO
2
reduction
in
the
year
2011
for
engines
between
50
and
75
HP
would
therefore
be
(
105+
16)
tpy
=
121
tpy,
as
shown
in
Table
8.

HAP
To
estimate
the
HAP
reduction
that
would
result
from
requiring
stationary
CI
engines
to
comply
with
Tier
4
emissions
levels,
EPA
consulted
the
Emissions
Database
that
was
developed
for
the
National
Emission
Standards
for
Hazardous
Air
Pollutants
(
NESHAP)
for
stationary
reciprocating
internal
combustion
engines
(
RICE).
The
EPA
used
emission
factors
for
HAP
from
diesel
engines
based
on
the
RICE
NESHAP
database
and
selected
five
main
pollutants
to
represent
the
emissions
of
HAP
from
stationary
CI
engines.
The
emission
factors
for
these
five
pollutants
are
shown
in
Table
2.
5
6
Table
2.
HAP
Emission
Factors
for
Stationary
CI
ICE
Pollutant
Emission
Factor
(
g/
HP­
hr)

Formaldehyde
0.0123
Acetaldehyde
0.00921
PAH
0.00875
Naphtalene
0.00437
Acrolein
0.00437
Total
HAP
0.0390
The
RICE
NESHAP
database
was
developed
some
years
ago
and
is
assumed
to
represent
the
current
HAP
emission
level
from
existing
engines.
The
EPA
therefore
assumed
that
the
total
HAP
emission
factor
in
Table
2
would
be
equivalent
to
a
Tier
1
HAP
level.
To
determine
the
HAP
level
from
new
stationary
CI
engines,
the
EPA
looked
at
the
various
tier
levels
for
HC
and
calculated
the
percent
reduction
between
each
tier
for
HC.
The
EPA
expects
that
the
technologies
used
to
meet
the
various
tiers
for
HC
will
reduce
HC
and
HAP
emissions
by
similar
percentages.
The
EPA,
therefore,
believed
it
was
appropriate
to
apply
the
reduction
of
HC
emissions
to
Tier
1
HAP
levels
to
obtain
HAP
levels
consistent
with
the
different
tier
requirements.
For
example,
the
Tier
1
level
for
HC
for
engines
between
50
and
75
HP
is
0.5213
g/
HP­
hr.
The
Tier
2
level
for
HC
for
these
engines
is
0.3672
g/
HP­
hr.
The
difference
between
Tier
1
and
Tier
2
for
HC
represents
a
reduction
of
about
30
percent.
To
estimate
the
Tier
2
level
of
HAP,
EPA
applied
a
30
percent
reduction
to
the
Tier
1
HAP
level,
yielding
a
Tier
2
HAP
level
of
0.0275
g/
HP­
hr.
To
estimate
the
Tier
3
HAP
level,
EPA
again
looked
at
the
HC
percent
reduction
between
Tier
2
and
Tier
3
levels,
and
applied
the
percent
reduction
to
the
Tier
2
HAP
level,
and
so
on,
resulting
in
the
HAP
emission
factors
shown
in
Table
A­
5
of
Appendix
A.
The
reduction
of
HAP
as
a
result
of
the
proposed
rule
was
then
calculated
following
the
same
methodology
as
previously
described
in
this
memorandum
for
NO
x,
PM,
CO,
and
NMHC.

Summary
The
overall
estimated
NO
x,
PM,
CO,
SO
2,
NMHC,
and
HAP
reductions
as
a
result
of
the
proposed
rule
are
shown
in
Tables
3
through
9.
All
PM
emissions
are
assumed
to
be
smaller
than
10
microns
(
PM
10).
Furthermore,
97
percent
of
the
PM
is
assumed
to
be
smaller
than
2.5
microns
(
PM
2.5).
These
assumptions
are
consistent
with
assumptions
made
for
emissions
modeling
for
nonroad
CI
engines.
3
7
8
Table
3.
NO
x
Emission
Reduction
HP
Range
NOx
Emission
Reduction
(
tpy)

2011
2012
2013
2014
2015
2016
2017
75­
100
0
0
0
796
1,620
2,472
3,352
100­
175
0
0
0
1,372
2,780
4,225
5,706
175­
300
0
0
0
2,482
5,044
7,686
10,406
300­
600
0
0
0
1,654
3,345
5,072
6,835
600­
750
0
0
0
334
673
1,018
1,368
750­
1,200
0
0
0
0
1,069
2,164
3,285
1,200­
3,000
3,868
7,844
11,928
16,121
20,421
24,830
29,347
>
3,000
642
1,284
1,926
2,568
3,210
3,852
4,494
Total
4,510
9,128
13,854
25,327
38,163
51,318
64,793
*
There
is
no
estimated
NO
x
reduction
prior
to
2011
since
the
earliest
year
engine
manufacturers
are
required
to
certify
engines
based
on
add­
on
control
will
be
the
year
2011.
**
There
is
no
estimated
NO
x
reduction
for
engines
less
than
75
HP
because
Tier
4
for
NO
x
is
not
required
for
these
engines.

Table
4.
PM
10
Emission
Reduction
HP
Range
PM10
Emission
Reduction
(
tpy)

2011
2012
2013
2014
2015
2016
2017
50­
75
0
0
21
43
66
89
113
75­
100
0
79
161
246
334
425
519
100­
175
0
123
250
380
513
650
790
175­
300
142
289
441
598
761
928
1,100
300­
600
98
198
300
405
512
621
733
600­
750
20
41
61
82
104
126
148
750­
1,200
31
63
96
130
193
257
323
1,200­
3,000
67
135
205
277
411
548
689
>
3,000
11
22
33
44
64
84
104
HP
Range
PM10
Emission
Reduction
(
tpy)

2011
2012
2013
2014
2015
2016
2017
9
Total
369
950
1,570
2,207
2,958
3,728
4,519
*
There
is
no
estimated
PM
reduction
prior
to
2011
since
the
earliest
year
engine
manufacturers
are
required
to
certify
engines
based
on
add­
on
control
will
be
the
year
2011.

Table
5.
PM
2.5
Emission
Reduction
HP
Range
PM2.5
Emission
Reduction
(
tpy)

2011
2012
2013
2014
2015
2016
2017
50­
75
0
0
21
42
64
86
109
75­
100
0
77
156
239
324
412
503
100­
175
0
119
242
368
498
631
767
175­
300
138
280
428
580
738
900
1,067
300­
600
95
192
291
393
497
603
711
600­
750
20
39
60
80
101
122
144
750­
1,200
30
62
94
126
187
249
313
1,200­
3,000
65
131
199
269
399
532
668
>
3,000
11
21
32
43
62
82
101
Total
359
921
1,523
2,140
2,870
3,617
4,383
*
There
is
no
estimated
PM
reduction
prior
to
2011
since
the
earliest
year
engine
manufacturers
are
required
to
certify
engines
based
on
add­
on
control
will
be
the
year
2011.
10
Table
6.
NMHC
Emission
Reduction
HP
Range
NMHC
Emission
Reduction
(
tpy)

2013
2014
2015
2016
2017
50­
75
7
14
22
29
37
75­
100
0
15
31
47
64
100­
175
0
32
65
99
134
175­
300
0
58
118
180
244
300­
600
0
26
53
81
109
600­
750
0
5
11
16
22
750­
1,200
0
0
83
168
255
1,200­
3,000
0
0
177
359
545
>
3,000
0
0
26
53
79
Total
7
152
587
1,034
1,491
*
There
is
no
estimated
NMHC
reduction
prior
to
2013
since
the
earliest
year
any
engine
manufacturer
is
required
to
certify
engines
based
on
add­
on
control
that
would
reduce
NMHC
will
be
in
the
year
2013.

Table
7.
CO
Emission
Reduction
HP
Range
CO
Emission
Reduction
(
tpy)

2011
2012
2013
2014
2015
2016
2017
50­
75
0
0
0
257
521
793
1,071
75­
100
0
579
1,179
1,801
2,445
3,111
3,798
100­
175
0
455
923
1,404
1,898
2,404
2,924
175­
300
679
1,381
2,108
2,858
3,633
4,432
5,254
300­
600
527
1,066
1,618
2,182
2,759
3,348
3,949
600­
750
171
344
520
700
882
1,067
1,255
750­
1,200
344
697
1,060
1,431
1,812
2,202
2,602
1,200­
3,000
731
1,483
2,255
3,048
3,861
4,695
5,549
>
3,000
121
243
364
486
607
728
850
HP
Range
CO
Emission
Reduction
(
tpy)

2011
2012
2013
2014
2015
2016
2017
11
Total
2,573
6,249
10,028
14,168
18,419
22,780
27,251
*
There
is
no
estimated
CO
emission
reduction
prior
to
2011
since
the
earliest
year
any
engine
manufacturer
is
required
to
certify
engines
based
on
add­
on
control
will
be
the
year
2011.

Table
8.
SO
2
Emission
Reduction
HP
Range
SO2
Emission
Reduction
(
tpy)

2011
2012
2013
2014
2015
2016
2017
50­
75
121
144
169
193
219
245
271
75­
100
279
334
392
452
514
577
643
100­
175
621
739
862
988
1,117
1,250
1,386
175­
300
1,088
1,298
1,519
1,747
1,983
2,225
2,475
300­
600
773
916
1,064
1,216
1,372
1,530
1,692
600­
750
161
191
221
251
283
314
346
750­
1,200
552
655
762
873
986
1,102
1,220
1,200­
3,000
1,169
1,388
1,617
1,853
2,094
2,341
2,595
>
3,000
207
243
279
315
351
387
423
Total
4,973
5,909
6,886
7,889
8,917
9,972
11,053
*
Emission
reduction
based
on
requiring
the
use
of
15
ppm
sulfur
fuel
from
October
1,
2010.

Table
9.
HAP
Emission
Reduction
HP
Range
HAP
Emission
Reduction
(
tpy)

2013
2014
2015
2016
2017
50­
75
0.5
1
1
2
2
75­
100
0
1
2
4
5
100­
175
0
4
8
11
15
175­
300
0
7
15
23
31
300­
600
0
5
10
16
21
HP
Range
HAP
Emission
Reduction
(
tpy)

2013
2014
2015
2016
2017
12
600­
750
0
1
3
4
6
750­
1,200
0
0
11
23
35
1,200­
3,000
0
0
24
49
74
>
3,000
0
0
18
36
54
Total
0.5
20
93
168
244
*
There
is
no
estimated
HAP
reduction
prior
to
2013
since
the
earliest
year
any
engine
manufacturer
is
required
to
certify
engines
based
on
add­
on
control
that
would
reduce
HAP
will
be
in
the
year
2013.
13
Appendix
A
­
Emission
Factors
14
Table
A­
1.
NO
x
Emission
Factors
(
g/
HP­
hr)

HP
Range
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015+

50­
75
4.7
4.7
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
75­
100
4.7
4.7
3.0
3.0
3.0
3.0
3.0
3.0
0.276
0.276
100­
175
4.1
2.5
2.5
2.5
2.5
2.5
2.5
2.5
0.276
0.276
175­
300
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
0.276
0.276
300­
600
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
0.276
0.276
600­
750
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
0.276
0.276
750­
1,200
4.1
4.1
4.1
4.1
4.1
2.392
2.392
2.392
2.392
0.46
>
1,200
4.1
4.1
4.1
4.1
4.1
0.46
0.46
0.46
0.46
0.46
Table
A­
2.
PM
Emission
Factors
(
g/
HP­
hr)

HP
Range
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015+

50­
75
0.24
0.24
0.20
0.20
0.20
0.20
0.20
0.0184
0.0184
0.0184
75­
100
0.24
0.24
0.30
0.30
0.30
0.30
0.0092
0.0092
0.0092
0.0092
100­
175
0.18
0.22
0.22
0.22
0.22
0.22
0.0092
0.0092
0.0092
0.0092
175­
300
0.15
0.15
0.15
0.15
0.15
0.0092
0.0092
0.0092
0.0092
0.0092
300­
600
0.15
0.15
0.15
0.15
0.15
0.0092
0.0092
0.0092
0.0092
0.0092
600­
750
0.15
0.15
0.15
0.15
0.15
0.0092
0.0092
0.0092
0.0092
0.0092
750­
1,200
0.1316
0.1316
0.1316
0.1316
0.1316
0.069
0.069
0.069
0.069
0.0184
>
1,200
0.1316
0.1316
0.1316
0.1316
0.1316
0.069
0.069
0.069
0.069
0.0184
Tier
2
Tier
3
Tier
4
Transitional
Tier
4
Final
15
Table
A­
3.
CO
Emission
Factors
(
g/
HP­
hr)

HP
Range
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015+

50­
75
2.37
2.37
2.37
2.37
2.37
2.37
2.37
2.37
0.237
0.237
75­
100
2.37
2.37
2.37
2.37
2.37
2.37
0.237
0.237
0.237
0.237
100­
175
0.8667
0.8667
0.8667
0.8667
0.8667
0.8667
0.087
0.087
0.087
0.087
175­
300
0.7475
0.7475
0.7475
0.7475
0.7475
0.075
0.075
0.075
0.075
0.075
300­
600
0.8425
0.8425
0.8425
0.8425
0.8425
0.084
0.084
0.084
0.084
0.084
600­
750
1.3272
1.3272
1.3272
1.3272
1.3272
0.133
0.133
0.133
0.133
0.133
750­
1,200
0.7642
0.7642
0.7642
0.7642
0.7642
0.076
0.076
0.076
0.076
0.076
>
1,200
0.7642
0.7642
0.7642
0.7642
0.7642
0.076
0.076
0.076
0.076
0.076
Table
A­
4.
HC
Emission
Factors
(
g/
HP­
hr)

HP
Range
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015+

50­
75
0.3672
0.3672
0.1836
0.1836
0.1836
0.1836
0.1836
0.1314
0.1314
0.1314
75­
100
0.3672
0.3672
0.1836
0.1836
0.1836
0.1836
0.1836
0.1836
0.1314
0.1314
100­
175
0.3384
0.1836
0.1836
0.1836
0.1836
0.1836
0.1836
0.1836
0.1314
0.1314
175­
300
0.1836
0.1836
0.1836
0.1836
0.1836
0.1836
0.1836
0.1836
0.1314
0.1314
300­
600
0.1669
0.1669
0.1669
0.1669
0.1669
0.1669
0.1669
0.1669
0.1314
0.1314
600­
750
0.1669
0.1669
0.1669
0.1669
0.1669
0.1669
0.1669
0.1669
0.1314
0.1314
750­
1,200
0.1669
0.1669
0.1669
0.1669
0.1669
0.2815
0.2815
0.2815
0.2815
0.1314
>
1,200
0.1669
0.1669
0.1669
0.1669
0.1669
0.2815
0.2815
0.2815
0.2815
0.1314
Tier
2
Tier
3
Tier
4
Transitional
Tier
4
Final
16
Table
A­
5.
HAP
Emission
Factors
(
g/
HP­
hr)

HP
Range
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015+

50­
75
2.75E­
02
2.75E­
02
1.37E­
02
1.37E­
02
1.37E­
02
1.37E­
02
1.37E­
02
9.84E­
03
9.84E­
03
9.84E­
03
75­
100
2.75E­
02
2.75E­
02
1.37E­
02
1.37E­
02
1.37E­
02
1.37E­
02
1.37E­
02
1.37E­
02
9.84E­
03
9.84E­
03
100­
175
3.90E­
02
2.12E­
02
2.12E­
02
2.12E­
02
2.12E­
02
2.12E­
02
2.12E­
02
2.12E­
02
1.52E­
02
1.52E­
02
175­
300
2.32E­
02
2.32E­
02
2.32E­
02
2.32E­
02
2.32E­
02
2.32E­
02
2.32E­
02
2.32E­
02
1.66E­
02
1.66E­
02
300­
600
3.22E­
02
3.22E­
02
3.22E­
02
3.22E­
02
3.22E­
02
3.22E­
02
3.22E­
02
3.22E­
02
2.53E­
02
2.53E­
02
600­
750
4.42E­
02
4.42E­
02
4.42E­
02
4.42E­
02
4.42E­
02
4.42E­
02
4.42E­
02
4.42E­
02
3.48E­
02
3.48E­
02
750­
1,200
2.28E­
02
2.28E­
02
2.28E­
02
2.28E­
02
2.28E­
02
3.84E­
02
3.84E­
02
3.84E­
02
3.84E­
02
1.79E­
02
>
1,200
2.28E­
02
2.28E­
02
2.28E­
02
2.28E­
02
2.28E­
02
3.84E­
02
3.84E­
02
3.84E­
02
3.84E­
02
1.79E­
02
Tier
2
Tier
3
Tier
4
Transitional
Tier
4
Final
17
Appendix
B
­
Average
HP
18
Table
B­
1.
Average
HP
HP
Range
Average
HP
50­
75
63
75­
100
88
100­
175
135
175­
300
238
300­
600
450
600­
750
675
750­
1,200
975
1,200­
3,000
2,100
>
3,000
5,000
19
Appendix
C
­
Sample
Calculation
20
Sample
Calculation
The
following
calculation
describes
the
methodology
for
estimating
the
reduction
of
NO
x
emissions
in
the
year
2011
from
engines
greater
than
3,000
HP.

All
stationary
CI
engines
greater
than
3,000
HP
must
meet
Tier
2
emissions
standards
for
NO
x
starting
with
2006
MY
engines.
Starting
with
the
2011
MY,
non­
emergency
engines
greater
than
3,000
HP
must
meet
Tier
4
emissions
standards
for
NO
x.
Emergency
engines
greater
than
3,000
HP
will
continue
to
be
required
to
meet
Tier
2
NO
x
emissions
standards.
As
noted
in
the
memorandum,
it
is
assumed
that
in
the
absence
of
the
proposed
rule,
stationary
CI
engines
would
still
meet
Tier
2
levels
for
NO
x,
therefore,
Tier
2
for
NO
x
for
engines
greater
than
3,000
HP
is
considered
the
baseline
level.

From
Table
A­
1
of
Appendix
A,
the
Tier
2
NO
x
emission
factor
for
engines
greater
than
3,000
HP
is
4.1
g/
HP­
hr.
The
total
number
of
new
stationary
CI
engines
greater
than
3,000
HP
in
2006
is
160,
of
which
32
are
prime
and
128
are
emergency.
It
is
assumed
that
this
growth
is
constant
and
will
continue
through
the
year
2015.
It
is
assumed
that
an
estimated
75
percent
of
2006
MY
engines
will
be
subject
to
rule
and
that
all
2007
through
2011
MY
engines
will
be
subject
to
the
rule.
The
average
size
of
engines
greater
than
3,000
HP
from
Table
B­
1
of
Appendix
B
is
5,000
HP.
As
noted
in
the
memorandum,
the
average
hours
of
operation
for
prime
engines
is
1,000
hrs/
yr
and
for
emergency
engines
it
is
37
hrs/
yr.

1)
The
baseline
emissions
of
NO
x
for
prime
engines
in
2006
are
calculated
as
follows:

4.1
g/
HP­
hr
x
5,000
HP
x
1,000
hrs/
yr
x
0.0022046
lb/
g
x
32
engines
x
0.75
/
2,000
lb/
ton
=
542
tpy
2)
The
baseline
emissions
of
NO
x
for
emergency
engines
in
2006
are
calculated
as
follows:

4.1
g/
HP­
hr
x
5,000
HP
x
37
hrs/
yr
x
0.0022046
lb/
g
x
128
engines
x
0.75
/
2,000
lb/
ton
=
80
tpy
3)
The
total
baseline
emissions
in
the
year
2006
is
therefore:

(
542
+
80)
tpy
21
=
623
tpy
4)
The
baseline
emissions
of
NO
x
in
the
year
2007
consist
of
NO
x
emitted
by
75%
of
2006
MY
engines
(
calculated
in
step
3)
plus
NO
x
emitted
by
2007
MY
engines.
NO
x
emitted
by
2007
MY
engines
are
calculated
as
shown
above
in
steps
1)
through
3)
replacing
the
number
of
2006
MY
engines
with
the
number
of
2007
MY
engines,
yielding
723
tpy
for
prime
engines
and
107
tpy
for
emergency
engines,
for
a
total
of
830
tpy
of
NO
x
emitted
by
2007
MY
engines.
The
baseline
NO
x
emissions
in
the
year
2007
is
(
623+
830)
tpy
=
1,453
tpy.
The
baseline
NO
x
emissions
in
the
year
2008,
2009,
etc.
were
calculated
in
the
same
manner
using
the
Tier
2
NO
x
level.

5)
To
calculate
the
controlled
emissions
of
NO
x,
the
steps
outlined
above
were
followed,
except
that
a
Tier
4
NO
x
level
of
0.46
g/
HP­
hr
(
see
Table
A­
1
of
Appendix
A)
was
used
to
calculate
NO
x
emissions
from
prime
engines
of
2011
MY.
The
baseline
emissions
(
uncontrolled)
of
NO
x
in
the
year
2010
was
estimated
at
3,943
tpy
following
the
steps
described
above.
The
baseline
emissions
(
uncontrolled)
of
NO
x
in
the
year
2011
would
be
4,773
tpy,
in
the
absence
of
the
rule
requiring
Tier
4
standards
for
2011
MY
prime
engines.

6)
The
controlled
emissions
of
NO
x
for
2011
MY
prime
engines
are
calculated
as
follows:

0.46
g/
HP­
hr
x
5,000
HP
x
1,000
hrs/
yr
x
0.0022046
lb/
g
x
32
engines
/
2,000
lb/
ton
=
81
tpy
7)
The
emissions
of
NO
x
for
2011
MY
emergency
engines
are
calculated
as
(
remembering
that
emergency
engines
are
not
subject
to
Tier
4
levels):

4.1
g/
HP­
hr
x
5,000
HP
x
37
hrs/
yr
x
0.0022046
lb/
g
x
128
engines
/
2,000
lb/
ton
=
107
tpy
8)
The
total
controlled
emissions
with
the
rule
in
effect
from
2011
MY
engines
are
therefore:

81
tpy
+
107
tpy
=
188
tpy
22
9)
Total
emissions
in
the
year
2011
with
the
rule
in
effect,
which
consists
of
2006­
2010
MY
engines
emitting
4.1
g/
HP­
hr
of
NO
x
(
Tier
2),
2011
MY
prime
engines
emitting
0.46
g/
HP­
hr
of
NO
x
(
Tier
4)
(
calculated
in
step
6),
and
2011
MY
emergency
engines
emitting
4.1
g/
HP­
hr
of
NO
x
(
Tier
2)
(
calculated
in
step
7)
are
calculated
as:

(
3,943
+
188)
tpy
=
4,131
tpy
10)
The
net
NO
x
reduction
in
the
year
2011
as
a
result
of
implementing
the
rule
is
the
difference
between
the
emissions
in
2011
without
the
rule
(
baseline)
and
the
emissions
in
2011
with
the
rule
(
calculated
in
step
9)
as
follows:

(
4,773
­
4,131)
tpy
=
642
tpy
as
shown
in
Table
3
of
this
memorandum.
