Emission regulations for diesel engines used in upstream oil and gas activities

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Rapid progression of emission regulations in recent years, combined with regulatory variations across geographies made it more challenging to understand how these evolving regulations apply to engines used in the oil and gas industry. 

This article outlines two key exhaust emission regulations focused on diesel engines often used in upstream oil and gas activities. These are the diesel engines often used in equipment such as cementers, blenders, mixers, mud pumps and frac rigs you would see in upstream oil and gas activities.

Environmental Protections Agency’s (EPA) Nonroad Exhaust Emission Standards

Most recently in the United States, the EPA’s Tier 4 emission regulations have replaced the previous Tier 4 transitional, Tier 3 and Tier 2 regulations depending upon the engine range. For many of the upstream oil and gas activities, diesel engines now need to comply with the limits outlined in the EPA Nonroad Compression Ignition Exhaust Emission Standards. 

The key focus of current Tier 4 emission standards, in comparison to Tier 3 and Tier 2, has been the reduction in nitrous oxides (NOx) and particulate matter (PM). 

For example: 

  • Diesel engines used in cementers, blenders, mixers and acidizing equipment often deliver 100 to 750 horsepower. These engines are required to comply with Tier 4 regulations since 2014 and 2015. These Tier 4 engines emit 90% less particulate matter than their Tier 3 versions. These engines also emit 85% less nitrous oxides compared to their Tier 3 versions.
  • Diesel engines used in frac rigs, electric power modules, mud pumps and some of the larger cementers and acidizing equipment often deliver over 750 horsepower. These engines were  required to comply with Tier 4 regulations since 2015 and emit 85% less particulate matter than their Tier 2 versions. They also emit 45% less nitrous oxides compared to their Tier 2 versions. 
Progression of EPA's Nonroad Exhaust Emission Standards over the last two decades
Progression of EPA's Nonroad Exhaust Emission Standards over the last two decades

With the most recent Tier 4 emission regulations, the U.S. EPA has also chosen to regulate the amount of sulfur within the diesel fuel used by these engines to 15 parts per million (ppm), a 97% decrease from the previous requirement of 500 ppm 

European Commission’s Non-road Mobile Machinery emission regulations

European Commission’s Non-road Mobile Machinery (NRMM) emissions regulate many of the diesel and natural gas engines used in various upstream oil and gas activities. The European Commission, like the EPA, chose to focus on reducing the emission of carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx), and particulate matter with these regulations.

Stage V is the latest and the strictest tier of these regulations. Here are the key highlights of Stage V emissions with regards to upstream oil and gas applications:

European Commission's NRMM emission regulations drove dramatic decreases in the emission of harmful pollutants
European Commission's NRMM emission regulations drove dramatic decreases in the emission of harmful pollutants
  • Stage V diesel engines that produce a power output of 130 to 560 kW, often used within cementers, blenders and mixers, emit 40% less particulate matter in comparison to their Stage IV counterparts. They also emit over 90% less particulate matter and nitrous oxides in comparison to their Stage II counterparts.
  • Diesel engines that produce over 560 kW, often used in frac rigs, power modules, mud pumps and larger cementers, are also included in the scope of Stage V emissions. These engines’ emissions were previously not regulated by Stage IV or Stage III regulations. 
  • The other scope expansion introduced with Stage V is the inclusion of particle numbers for engines that produce 19 to 560 kW power. 

How are the EPA and European Commission’s engine emission regulations different?

The most recent emission regulations from the EPA and European Commission (EC) have many commonalities. They both focus on similar pollutants, carbon monoxide, hydrocarbons, nitrous oxides and particulate matter. They also have very similar target emission levels: 3.5 g/kW-hr of CO and 0.4 g/kW-hr of NOx emissions for larger high horsepower engines. 

Comparison of emission requirements across selected exhaust emission regulations
Comparison of emission requirements across selected exhaust emission regulations

One key difference between the EPA and European Commission’s engine emission regulations is the particulate number introduced with Stage V by the European Commission; the EPA’s Tier 4 regulations don’t have the same criteria. 

There are several more regional and local emission regulations that could impact your oil and gas equipment. This article aimed to provide you the basics around the emission regulations; you can also reach out to your local Cummins partner to discuss emission topics specific to your location and application.

Sign up below to receive periodic insights, updates and news relevant to the oil and gas industry. To learn more about oil and gas power solutions Cummins offers, visit our webpage.

 

References: 

  1. Update of Engine Categories, Emission Rates and Speciation Profiles for Tier-4 Nonroad Compression Ignition Engines (December 2017). U.S. Environmental Protection Agency [PDF file]. Retrieved from https://www.epa.gov/
  2. Non-Road mobile machinery emissions (September 2016). Regulation (EU) 2016/1628 of the European Parliament and of the Council [PDF file]. Retrieved from https://eur-lex.europa.eu/
Aytek Yuksel - Cummins Inc

Aytek Yuksel

Aytek Yuksel is the Content Marketing Leader for Cummins Inc., with a focus on Power Systems markets. Aytek joined the Company in 2008. Since then, he has worked in several marketing roles and now brings you the learnings from our key markets ranging from industrial to residential markets. Aytek lives in Minneapolis, Minnesota with his wife and two kids.

Cummins Custompaks are being used for water management as Thailand struggles with its water crisis

CustomPak on site

Water crisis

Sixty Cummins Inc. CustomPaks are in service in Thailand as part of a critical water management plan aimed at easing the country’s water crisis – a crisis that has caused enormous economic and social damage and stirred conflict among communities.

Over the past several decades, Thailand has continually faced water problems caused by severe drought. Water reserves in dams and reservoirs are insufficient while water resources are often contaminated with toxins caused by urban communities and the industrial and agricultural sectors.

Severe flooding is a threat, too, at a time when the realities of climate change are hanging over the country.

As a result, the allocation of precious water resources, which must be shared among various stakeholders including new and existing industry, large and small agriculture, and cities and villages has become a flashpoint.

Kittithanapat Engineering Co. (KTP), has been involved in the water management system since 1996, working closely with authorities such as the Royal Irrigation Department, Department of Water Resources, Bangkok Metropolitan Authority and others.

CustomPaks on site

600 hp CustomPaks

To help KTP meet its often urgent requirements, Cummins DKSH (Thailand) has recently supplied 60 Australian-built CustomPaks – 45 powered by Cummins’ X15 engine rated at 600 hp, and 15 powered by the QSL9 rated at 325 hp. These fully self-contained powerpacks are emissions certified to Tier 3.

The CustomPaks are coupled to hydraulically-driven, large-volume submersible water pumps sourced by KTP from US company Moving Water Industries (MWI); KTP is the exclusive distributor in Thailand for these MWI Hydroflo pumps.

Prior to Cummins’ involvement, KTP was using another diesel engine brand but service support wasn’t up to the standard required.

Long-serving KTP engineer Kittisak Thanasoot says Cummins DKSH’s reputation for technical and aftersales support along with the reliability of the Cummins product were a key reason behind KTP’s decision to specify the CustomPaks for the Royal Irrigation Department.

The ability of Cummins DKSH to respond to short delivery times was also important.

“Supplying large quantities of high horsepower diesel engines for emergency situations such as flash flooding can be a challenge for KTP,” says Kittisak Thanasoot.

“Responding to the needs of the government agencies to manage such problems in a timely manner and with least impact on communities, KTP has found the answer in our partnership with Cummins DKSH.”

Power, pride and passion

Parked semi truck

The switch back to Cummins power has been beneficial for iconic New Zealand company Uhlenberg Haulage. It's all about whole-of-life costs.

Uhlenberg Haulage is closing in on 60 years in business, having been founded in 1966 by Mike and Carol Uhlenberg.

Based in Eltham, Taranaki, in New Zealand’s North Island, the operation is today owned and operated by their sons Chris, Daryl and Tony Uhlenberg.

Describing the Uhlenbergs as “old school family truckies”, Daryl talks about the company’s time-honored journey with a definite tone of pride, especially the work of his parents in laying the foundations for what is today an iconic fleet in its own right.

Cummins Inc. made its debut in the Uhlenberg fleet in 1971 with an NH250 powering a second-hand Kenworth K923 used in logging. A second Kenworth, a new W924 with a Cummins NTC335, followed soon after hauling an LPG tanker.

The Uhlenberg operation today comprises 40 prime movers and a variety of trailing gear to cater for the myriad of a jobs the fleet is involved in.

A number of Peterbilts feature in the fleet although Kenworth is now the brand of choice with six new units to be delivered over the next 12 months to cater for business growth.

Cummins’ X15 Euro 5 engine rated at 550 or 600 hp is the preferred power specification, with 18 red engines currently in the fleet.

Uhlenberg family in front of truck

Whole-of-life support

“The switch to Cummins has been a very good experience for us. We have nothing but praise for the Cummins organization,” says Daryl.

“The whole-of-life picture is the key thing for us and we’ve got that nailed with the support we get from Cummins – parts availability, scheduled maintenance, life expectancy and in-frame rebuilds.

“So the red engines turn up, we run them to life, which is 900,000 to 1.2 million kilometers, and then Cummins does an in-frame overhaul in a timely manner. If there’s an issue, parts and support are close by.

“The support we get from Cummins Palmerston North is fantastic, second to none.”

Daryl recently looked under a Kenworth that was in the workshop for a service and was surprised to see no oil leaking from the one-million-kilometer X15. “I remember when I was a fitter we had to wear a raincoat when working under a truck,” he jokes.

Fuel agnostic

Acknowledging that the push to decarbonize is now “very real”, Daryl likes the idea of Cummins’ fuel agnostic concept where one base internal combustion engine, optimized to run on diesel, can also be customized to run on ultra-low and zero-carbon fuels like renewable natural gas and hydrogen.

“My father was a pioneer of linehaul trucking in New Zealand and he always embraced new technology. He was never scared of it,” he says.

“I tend to be a little more cautious but I can see where a 500 hp natural gas or hydrogen engine would work for us in short haul applications,” he admits. “We’re certainly willing to look closely at these alternative fuel technologies when suitable infrastructure is in place.”

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