Air and Radiation EPA420-R-05-019
December 2005
United States NR-010e
Environmental Protection
Agency
Exhaust Emission Factors for
Nonroad Engine Modeling:
Spark-Ignition
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EPA420-R-05-019
December 2005
for
NR-010e
Assessment and Standards Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
NOTICE
This technical report does not necessarily represent final EPA decisions or positions.
It is intended to present technical analysis of issues using data that are currently available.
The purpose in the release of such reports is to facilitate the exchange of
technical information and to inform the public of technical developments which
may form the basis for a final EPA decision, position, or regulatory action.
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Purpose
This report describes and documents exhaust emission factors, crankcase estimates, and
brake specific fuel consumption (BSFC) estimates used for spark ignition (SI) engines in EPA's
final NONROAD2005 emission inventory model. It covers engines powered by gasoline, natural
gas and liquefied petroleum gas.
Additional EPA reports describe other issues relating to emission factors including
NONROAD evaporative emission rates (NR-012c), refueling emissions (NR-013b),
adjustments to emission rates due to variations in fuel and temperature (NR-OOlc), speciation of
hydrocarbon emissions (NR-002c), and adjustments to emission rates as equipment deteriorates
due to time and use (NR-01 Ic). Emission factors for compression ignition (diesel) engines are
covered in a separate report (NR-009c).
Introduction
The U.S. EPA's NONROAD model computes county-level emission inventories for
nonroad engines. These calculations rely on emission factors estimates of the amount of
pollution emitted by a particular type of equipment during a unit of use. Typically emission
factors for nonroad sources are reported in grams per horsepower-hour (g/hp-hr), but they also
may be reported in grams per mile (g/mile), grams per hour, grams per gallon, etc. The SI
exhaust emission factors in the NONROAD model are reported in g/hp-hr, with the exception of
nonroad motorcycles and all-terrain vehicles, which are reported in g/mile. The SI BSFCs are
reported in Ib/hp-hr, with the exception of nonroad motorcycles and all-terrain vehicles, which
are reported in Ib/mile.
The pollutants covered by this report include exhaust total hydrocarbons (HC), carbon
monoxide (CO), oxides of nitrogen (NOX), total particulate matter (PM), carbon dioxide (CO2),
and sulfur dioxide (802). For nonroad engines, all PM emissions are assumed to be smaller than
10 microns (PM10), and 92% of the PM from gasoline fueled engines is assumed to be smaller
than 2.5 microns (PM2.5). For gaseous fueled engines (LPG/CNG), 100% of the PM emissions
are assumed to be smaller than PM2.5. The NONROAD Reporting Utility allows the user to
select the desired size range.
Zero-mile, steady-state emission factors for HC, CO, NOX, PM, and steady-state BSFCs
are discussed first, followed by adjustments (where applicable) to account for transient operation.
Technology distributions by model year, to account for changes in emission factors over time, are
then discussed. Derivation of CO2 and SO2 emission factors follows. Crankcase emissions are
then discussed.
As explained in NR-006c, spark-ignition engine equipment population under 25
horsepower will be combined into one source classification code (SCC) per application to handle
expected shifts in market share between 2 and 4-stroke gasoline, LPG, and CNG engines. In the
model, the distinction between two- and four-stroke spark-ignition engine emission factors will
be maintained using the technology groups described in this report. In this current document, the
NR-OlOe December 2005 1
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SCC distinction between 2 and 4-stroke gasoline, LPG, and CNG engines is maintained;
however, in the model, we will distinguish emission factors between them by using the
technology group methodology.
Background
Prior to the NONROAD model, there have been three major efforts to estimate nonroad
spark ignition emission inventories. We have reviewed these efforts in our work to select
emission factors for the final version of NONROAD. The three inventories/models are:
EPA's Nonroad Engine and Vehicle Emission Study ("NEVES"). [1] Published in
November, 1991, this study was mandated by Congress to determine whether nonroad
sources made a significant contribution to urban air pollution. The study covers
emissions from all nonroad engines and includes hydrocarbons (HC), carbon monoxide
(CO), nitrogen oxides (NOX), total particulates (PM), sulfur dioxide (802) and other
pollutants. It provides inventories for 19 ozone and 16 CO nonattainment areas.
California Air Resources Board's nonroad model ("OFF-ROAD") [2], designed to
estimate nonroad emissions for the state of California only. A draft version of this model
was released August 1, 1997. The model covers HC, CO, NOX, PM, sulfur dioxide (SO2),
and carbon dioxide (CO2) for all nonroad engines. ARE periodically revises components
of the OFF-ROAD model.
EPA's "Small Engine Model"~designed as an internal tool for evaluating various control
scenarios, EPA has used this model to estimate the effect of regulations on small spark-
ignition (SI) engines under 19 kW (25 hp). This model has evolved over time, but the
pre-control exhaust emission factors have not changed since the model was documented
in 1995. [3] The model computes national-level inventories of nonroad HC, CO, and
NOX.
The emission factors used in these prior efforts have been based on a very small number
of engine studies, particularly when compared to the large body of data available for highway
vehicles.
Emission Factor Categories
NEVES defines emission factors by the equipment use (i.e., by "application") but does
not assign different emission factors to engines of different sizes within the same application. On
the other hand, OFF-ROAD and the Small Engine Model define emission factors by engine size
(by horsepower in OFF-ROAD and by displacement in the Small Engine Model), but do not
assign different emission factors to engines used in different applications that are of the same
size. Given the structure of emission control regulations and the design similarities between
engines of the same horsepower used in various applications, we define emission factors
primarily by power level in final NONROAD2005. Appendix A provides a comparison of the
power categories in OFF-ROAD, the Small Engine Model, and NONROAD. The NONROAD
NR-OlOe December 2005 2
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model allows for the use of application-specific emission factors if there is sufficient information
to justify their use. We use application-based emission factor categories only to distinguish
recreational marine engines and selected recreational vehicles.
Emission Standards
In addition to estimating emissions from pre-controlled engines, the NONROAD model is
designed to account for the effect of federal emissions standards. The model does not cover
California emission standards and federal standards that are not yet final. Thus, NONROAD will
include emission factors under the following final regulations that cover SI engines at or below
19 kilowatts (25 hp) and SI marine engines:
Emissions for New Nonroad Spark Ignition Engines at or below 19 Kilowatts. ("Small
Engine Rule, Phase 1") [4]
Phase 2: Emission Standards for New Nonroad Nonhandheld Spark-Ignition Engines At
or Below 19 Kilowatts. ("Small Engine Nonhandheld Rule, Phase 2") [5]
Phase 2: Emission Standards for New Nonroad Spark-Ignition Handheld Engines At or
Below 19 Kilowatts and Minor Amendments to Emission Requirements Applicable to
Small Spark-Ignition Engines and Marine Spark-Ignition Engines. ("Small Engine
Handheld Rule, Phase 2") [6]
Final Rule for New Gasoline Spark-Ignition Marine Engines; Exemptions for New
Nonroad Compression-Ignition engines at or Above 37 Kilowatts and New Nonroad
Spark-Ignition Engines at or Below 19 Kilowatts ("Marine Rule") [7]
Control of Emissions From Nonroad Large Spark-Ignition Engines and Recreational
Engines (Marine and Land-Based); Final Rule [8]
For final NONROAD2005, there have also been additional revisions to inputs for SI
recreational marine engines to account for more recent information available since the
regulations were issued. These revisions are described in the following memorandum:
"Updates to Technology Mix, Emissions Factors, Deterioration Rates, Power
Distribution, and Fuel Consumption Estimates for SI Marine Engines in the NONROAD
Emissions Inventory Model," Memo from Mike Samulski to Docket OAR-2004-0008,
November 30, 2005. [9]
Zero-Hour, Steady-State Emission Factors for HC, CO, N(X, PM, and Steady-State BSFCs
This section describes the zero-hour, steady-state emission factors and steady-state
BSFCs that are used in final NONROAD2005. Pre-controlled (baseline) and controlled (where
applicable) emission factors are described for each of the following regulatory equipment
NR-OlOe December 2005
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categories: small SI engines <25 hp, large SI engines >25 hp, land-based recreational engines,
and recreational marine engines.
Spark-Ignition (SI) Engines <25 hp
This category includes all engines <25 hp except those used for recreational applications
(such as motorcycles or snowmobiles), for marine propulsion, or for toy boats and airplanes. The
engines in this category are used primarily in lawn and garden equipment.
For this category, engines are segregated by the class of the engine (I - V). Each class is
determined by the use of the engine, i.e., handheld or nonhandheld, and engine displacement.
Classes I and n refer to nonhandheld small SI engines; classes IE, IV, and V refer to handheld
small SI engines. The classes have the following displacements: Class I (< 225cc); Class II (>
225cc); Class IE (< 20cc); Class IV (> 20cc and < 50cc); Class V (> 50cc).
Each class in turn is subject to two phases of regulation (Phase 1 and Phase 2). Under the
Phase 1 regulations, new engines have had to meet emission standards for HC, CO, and NOX
since 1997. For nonhandheld applications (such as lawn and garden tractors and lawnmowers),
more stringent Phase 2 standards phase in between 2001 and 2007. For handheld applications
(such as leaf blowers and chainsaws), more stringent Phase 2 standards phase in between 2002
and 2007. The test procedure used for these regulations is the Small SI Engine Federal Steady-
State Test Procedure.
Tables 1-5 contain the baseline and Phase 1 and 2 controlled emission factors for these
five classes of engines. There are no LPG or CNG engines less than 25 hp in final
NONROAD2005; therefore, the emission factors in these tables are used for gasoline engines in
the model.
In order to account for the effect of the rulemaking and the phase-in of the new standards,
engines meeting the new standards were defined by the technology types in Tables 1-5. (A
complete list and description of SI technology types used in final NONROAD2005 is provided in
Appendix B, Table B3.) Handheld engines (Classes ffi-V) are not expected to include any 4-
stroke engines (but emission factors are supplied for users) but are expected to include a small
fraction of catalyst equipped engines. Nonhandheld engines include both 2 and 4-stroke engines,
but manufacturers are expected to build only 4-stroke engines with the advent of the new
regulations. Nonhandheld 4-stroke engine production is split between two technical types, side-
valve and overhead valve systems, which have been shown to exhibit significantly different
emission characteristics.
In general, for baseline emissions, NONROAD uses emission factors based on those in
the Small Engine Model. [3] Also, the PM emission factors for the entire category (both baseline
and controlled) are based on values in NEVES. [1]
For nonhandheld (class I and II) engines, NONROAD uses the brake-specific fuel
consumption (BSFC), HC, CO, and NOX emission factors for Phase 1 and 2 that are contained in
NR-OlOe December 2005 4
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the final regulatory impact analysis. [10] (The baseline emission factors are also contained in this
reference.) The Phase 1 emission factors were based on values obtained from the EPA 1998
Phase 1 Certification database. For Phase 2, the emission factors were back-calculated using 1)
the Phase 2 standards, and 2) a multiplicative deterioration factor for each pollutant. The
deterioration factors are described in more detail in NR-01 Ic.
For handheld (class IE, IV, and V) engines, NONROAD also uses the BSFC, HC, CO,
and NOX emission factors for Phase 1 and 2 that are contained in the final regulatory impact
analysis. [11] (The baseline emission factors are also contained in this reference.) For Phase 1,
the emission factors were back-calculated using 1) the Phase 1 standards, and 2) a multiplicative
deterioration factor for each pollutant. For Phase 2, the emission factors were determined using
the same methodology. As mentioned above, the deterioration factors are described in more
detail inNR-0lie.
Table 1. Emissions and BSFCs for Class HI Handheld Small SI Engines (< 20cc)*
Engine Tech Type
G2H3 (gas 2-stroke handheld Class III, baseline)
G2H31 (Phase 1)
G2H3C1 (Phase 1 with catalyst)
G2H32 (Phase 2)
G2H3C2 (Phase 2 with catalysts)
HC
g/hp-hr
261.00
219.99
219.99
33.07
26.87
CO
g/hp-hr
718.87
480.31
480.31
283.37
141.69
NOX
g/hp-hr
0.97
0.78
0.78
0.91
1.49
PM
g/hp-hr
7.7
7.7
7.7
7.7
7.7
BSFC
Ib/hp-hr
1.365
1.184
1.184
0.822
0.822
: Assigned NONROAD hp range: 0-1 hp
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Table 2. Emissions and BSFCs for Class IV Handheld Small SI Engines (>20cc and <50cc)*
Engine Tech Type
G2H4 (gas 2-stroke handheld Class IV, baseline)
G2H41 (Phase 1)
G2H4C1 (Phase 1 with catalyst)
G4H41 (Phase 1 4-stroke)
G2H42 (Phase 2)
G2H4C2 (Phase 2 with catalysts)
G4H42 (Phase 2 4-stroke)
HC
g/hp-hr
261.00
179.72
179.72
22.37
33.07
26.87
25.83
CO
g/hp-hr
718.87
407.38
407.38
533.42
283.37
141.69
432.51
NOX
g/hp-hr
0.94
0.51
0.51
1.79
0.91
1.49
1.13
PM
g/hp-hr
7.7
7.7
7.7
0.06
7.7
7.7
0.06
BSFC
Ib/hp-hr
1.365
1.184
1.184
0.847
0.822
0.822
0.847
* Assigned NONROAD hp range: 1-3 hp
Table 3. Emissions and BSFCs for Class V Handheld Small SI Engines (>50cc)*
Engine Tech Type
G2H5 (gas 2-stroke handheld Class V, baseline)
G2H51 (Phase 1)
G2H5C1 (Phase 1 with catalyst)
G2H52 (Phase 2)
G2H5C2 (Phase 2 with catalysts)
HC
g/hp-hr
159.58
120.06
120.06
47.98
40.15
CO
g/hp-hr
519.02
351.02
351.02
283.37
141.69
NOX
g/hp-hr
0.97
1.82
1.82
0.91
1.49
PM
g/hp-hr
7.7
7.7
7.7
7.7
7.7
BSFC
Ib/hp-hr
0.921
0.870
0.870
0.608
0.608
* Assigned NONROAD hp range: 3-6 hp
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Table 4. Emissions and BSFCs for Class I Nonhandheld Small SI Engines (< 225CC)"
Engine Tech Type
G2N1 (gas 2-stroke nonhandheld Class I, baseline)
G4N1S (gas, side-valved, 4-stroke nonhandheld Class I,
baseline)
G4N1O (gas, overhead-valved, 4-stroke nonhandheld
Class I, baseline)
G2N11 (2-stroke, Phase 1)
G4N1S1 (Phase 1 side-valved, 4-stroke)
G4N1O1 (Phase 1 overhead valved 4-stroke)
G4N1SC1 (Phase 1 side-valved, 4-stroke with catalyst)
G4N1S2 (Phase 2 side-valved)
G4N1O2 (Phase 2 overhead valved)
HC
g/hp-hr
207.92
38.99
13.39
120.06
8.40
8.40
8.40
7.93
6.13
CO
g/hp-hr
485.81
430.84
408.84
449.66
353.69
351.16
353.69
353.69
351.16
NOX
g/hp-hr
0.29
2.00
1.80
4.00
3.60
3.24
3.60
2.37
1.83
PM
g/hp-hr
7.7
0.06
0.06
7.7
0.06
0.06
0.06
0.06
0.06
BSFC
Ib/hp-hr
0.870
1.365
0.991
0.870
0.921
0.781
0.921
0.921
0.781
* Assigned NONROAD hp range: 3-6 hp
Table 5. Emissions and BSFCs for Class II Nonhandheld Small SI Engines (> 225cc)*
Engine Tech Type
G2N2 (gas 2-stroke nonhandheld Class II, baseline)
G4N2S (gas, side-valved, 4-stroke nonhandheld Class
II, baseline)
G4N2O (gas, overhead-valved, 4-stroke nonhandheld
Class II, baseline)
G4N2S1 (Phase 1 side-valved, 4-stroke)
G4N2O1 (Phase 1 overhead valved 4-stroke)
G4N2S2 (Phase 2 side-valved)
G4N2O2 (Phase 2 overhead valved)
HC
g/hp-hr
207.92
9.66
5.20
5.50
5.20
5.50
4.16
CO
g/hp-hr
485.81
430.84
408.84
387.02
352.57
387.02
352.57
NOX
g/hp-hr
0.29
2.06
3.50
4.50
3.50
4.50
2.77
PM
g/hp-hr
7.7
0.06
0.06
0.06
0.06
0.06
0.06
BSFC
Ib/hp-hr
0.870
0.937
0.937
0.868
0.740
0.868
0.740
* Assigned NONROAD hp range: 6-25 hp
Spark-Ignition Engines > 25 hp
Nonroad SI engines above 25 hp are generally found in industrial equipment and are used
in a wide variety of applications, including forklifts, airport ground-service equipment, terminal
tractors, generators, compressors, welders, aerial lifts, and ice grooming machines. These
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engines may operate on gasoline, LPG, or CNG. Emission standards for SI engines >25 hp have
recently been finalized. [9] Both uncontrolled and Phase 1 and 2 controlled emission factors are
included in NONROAD2005.
Summaries of the precontrolled, Phase 1 controlled, and Phase 2 controlled emission
factors used for this equipment category are provided in Tables 6 through 8. Emission factors for
the gasoline 4-stroke, LPG, and CNG engines were taken from the regulatory support document
for the final rule, and are based on a summary of available test data. [12]
Table 6. Emission Factors and BSFCs for Spark-Ignition Engines > 25 HP
Engine Tech Type
HC
g/hp-hr
CO
g/hp-hr
NOX
g/hp-hr
PM
g/hp-hr
BSFC
Ib/hp-hr
Uncontrolled
G4GT25 (gas, 4-stroke, baseline)
LGT25 (LPG, baseline)
NGT25 (CNG, baseline)
3.85
1.68
24.64
107.23
28.23
28.23
8.43
11.99
11.99
0.06
0.05
0.05
0.605
0.507
0.507
Phase 1
G4GT251 (gas, 4-stroke)
LGT251 (LPG)
NGT251 (CNG)
0.59
0.25
3.69
29.86
24.49
24.49
1.51
2.10
2.10
0.06
0.05
0.05
0.484
0.406
0.406
Phase 2
G4GT252 (gas, 4-stroke)
LGT252 (LPG)
NGT252 (CNG)
0.27
0.10
1.57
11.94
3.92
3.92
0.69
0.85
0.89
0.06
0.05
0.05
0.484
0.406
0.406
Motorcycles, All-Terrain Vehicles (ATVs), and Snowmobiles
These engines differ significantly from other SI engines in their basic design, operating
characteristics, and emission rates. Emission standards have recently been finalized for these
engines. [8]
A summary of the emission factors for these engines is provided in Table 7. The HC,
CO, and NOX emission data for ATVs and motorcycles were provided by a manufacturer and
represent various makes, models, model years, and engine sizes. The emission factors for ATVs
and motorcycles are expressed as gram/mile (Ib/mile for BSFC). The HC, CO, and NOX test data
used for snowmobiles came from the International Snowmobile Manufacturers Association
(ISMA) and Southwest Research Institute (SwRI). The emission factors for snowmobiles are
NR-OlOe December 2005 8
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expressed as gram/hp-hr (Ib/hp-hr for BSFC). The emission factors are documented in regulatory
support documents for the final rule. [12,13]
Table 7. Emission Factors and BSFCs for Offroad Motorcycles, ATVs, and Snowmobiles
Equipment/Tech Type
Precontrol 2-stroke offroad motorcycles (R12S)
Precontrol 4-stroke offroad motorcycles (R14S)
Phase 1 4-stroke offroad motorcycles (R14S1)
2-stroke all terrain vehicles (R12S)
4-stroke all terrain vehicles (R14S)
Phase 1 4-stroke all terrain vehicles (R14S1)
Precontrol 2-stroke snowmobiles (R12S)
Modified 2-stroke snowmobiles (R12S1)
Direct Injection 2-stroke snowmobiles (R12S2)
4-stroke snowmobiles (R14S)
HC
g/mile
55.70
2.40
2.10
53.90
2.40
1.60
HC
g/hp-hr
111.0
53.70
21.80
7.80
CO
g/mile
54.10
48.50
30.60
54.10
48.50
30.60
CO
g/hp-hr
296.0
146.9
90.0
123.0
NOX
g/mile
0.150
0.410
0.340
0.150
0.410
0.260
NOX
g/hp-hr
0.86
0.86
2.80
9.20
PM
g/mile
2.10
0.06
0.06
2.10
0.06
0.06
PM
g/hp-hr
2.70
2.70
0.57
0.15
BSFC
Ib/mile
0.268
0.201*
0.158
0.158
0.213
0.160*
0.167
0.167
BSFC
Ib/hp-hr
1.660
1.660
1.245
1.245
* The standards for off-road motorcycle and ATV recreational engines allow the engine manufacturers to meet the controlled 4-
stroke engine standard with a 2-stroke engine. If a manufacturer succeeds in meeting the 4-stroke controlled standard with a two-
stroke engine, this is the estimate of what the BSFC for the controlled 2-stroke engine would be.
Recreational SI Marine Engines
Recreational SI marine engines are divided into three categories: outboard, personal
watercraft (PWC), and sterndrive/inboard (SD/I) engines. For outboard and PWC, final
NONROAD2005 contains updated emission factors developed using certification data from eight
model years (1998-2005). In addition, updated fuel consumption estimates were developed
based on test data. [9]
Emission factors (HC, CO, and NOX) for SD/I engines have not changed since draft
NONROAD2004. They were taken from work accomplished in support of the 1996 rulemaking
for new emission standards for these engines, as well as newer information and analysis related
to SD/I engines. [14,15] BSFCs and PM emission factors were derived from NEVES. [1] Table
8 shows how the power level ranges used in the 1996 rulemaking analysis were matched to the
power levels used in NONROAD.
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Table 8. Mapping of Recreational Marine Engine Power Ranges
Outboard
PWC
Inboard
EPA-RIA
<3.9hp
3.9-9.9
9.9-29.9
29.9-49.9
49.9-74.9
74.9-99.9
99.9 - 149.9
149.9-199.9
30 - 50 hp
50-75
100 - 150 hp
150 - 200
>200
NONROAD Model
0-3hp
3 -11
11-25
25-50
50 - 100
100 - 175
0 - 50 hp
50 - 175
0 - 100 hp
100 - 175
>175
To determine the effect of the Federal rulemaking for these types of engines, technical
types were defined to reflect new technologies that would be employed to meet the emission
levels required.1 These new technologies would be employed to various degrees to reflect the
phase-in of the new emission standards. Technical types were defined to incorporate the
emission reductions expected and the phase-in of the standards. For final NONROAD2005, the
list of technology classes was changed using information in the certification database to better
reflect actual production. Table 9 presents a comparison of the NONROAD2004 and
NONROAD2005 technology designations for recreational SI marine engines.
The updated designations are comprised of 4-5 characters. The first character is "M" for
marine. The second character is either "O", "P" or "S" for outboard, personal watercraft, or
sterndrive/inboard. The third character refers to the cycle (2 or 4-stroke), and the fourth character
refers to the fuel system ("C" for carbureted, "F for indirect injection, and "D" for direct
injection). The final character denotes aftertreatment with an "A." For two-stroke engines,
"indirect injection" refers to any fuel injection that is not directly injected into the cylinder (such
It should be noted that there are recreational marine tech types in the input files that are not yet
defined and are not used at this time.
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as throttle body fuel injection). For four-stroke engines, "direct injection" includes port fuel
injection.
Table 9. Marine Engine Technology Class and Designations
Technology Class Differentiation
Type
Outboard
PWC
SD/I
Cycle
2- Stroke
4- Stroke
2- Stroke
4- Stroke
4-stroke
Fuel System
Carbureted
Carburetor Modifications
Carbureted
Indirect Injection
Direct Injection
Carbureted
Indirect Injection
Direct Injection
Carbureted
Carburetor Modifications
Carbureted
Indirect Injection
Direct Injection
Carbureted
Indirect Injection
Direct Injection
Carbureted
Direct Injection
Aftertreatment
none
none
3- Way Catalyst
none
none
none
none
none
none
none
2- Way Catalyst
none
none
none
none
none
none
none
Class Designation
NONROAD
2004*
Ml
M5
M6
M8
M9
M4
M2
M14
M13
M3
M10
NONROAD
2005
MO2C
MO2I
MO2D
MO4C
MO4I
MO4D
MP2C
MP2CA
MP2I
MP2D
MP4C
MP4I
MP4D
MS4C
MS4D
* NONROAD2004 has additional marine designations that have placeholders but are not used.
Tables 10 and 11 show the HC, NOX, CO, and PM emission rates by power range and
technology type for outboard and PWC engines, respectively. Table 12 provides the fuel
consumption estimates by power range and technology type for outboard and PWC engines.
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Table 10. Outboard Emission Factors [g/bhp-hr]
Pollutant
HC
NOx
CO
PM
HP Bin
0-3
3-6
6-11
11-16
16-25
25-40
40-50
50-100
100-175
175+
0-3
3-6
6-11
11-16
16-25
25-40
40-50
50-100
100-175
175+
0-3
3-6
6-11
11-16
16-25
25-40
40-50
50-100
100-175
175+
0-3
3-6
6-11
11-16
16-25
25-40
40-50
50-100
100-175
175+
Technology Type
MO2C
271.92
236.73
201.55
166.37
131.18
126.53
120.97
109.11
109.11
109.11
.34
.34
.34
.34
.34
.34
.34
.34
.34
.34
522.44
357.31
316.77
276.23
240.34
240.34
240.34
240.34
240.34
240.34
5.5
4.8
4.1
3.4
2.7
2.6
2.5
2.2
2.2
2.2
MO2I
230.39
200.58
170.77
140.96
111.15
107.21
102.50
92.45
92.45
92.45
1.96
1.96
1.96
1.96
1.96
1.96
1.96
1.96
1.96
1.96
443.81
303.53
269.10
234.66
204.16
204.16
204.16
204.16
204.16
204.16
4.7
4.1
3.5
2.9
2.3
2.2
2.1
1.9
1.9
1.9
MO2D
38.74
33.73
28.72
23.70
18.69
18.03
15.55
15.55
15.55
15.55
4.32
4.32
4.32
4.32
4.32
4.32
4.32
4.32
4.32
4.32
168.07
114.95
101.91
88.87
77.32
77.32
77.32
77.32
77.32
77.32
0.33
0.33
0.33
0.30
0.26
0.26
0.22
0.22
0.22
0.22
MO4C
25.60
19.09
12.61
8.89
6.17
5.31
4.81
4.69
4.69
4.69
5.18
5.18
5.18
5.18
5.18
5.18
5.18
5.18
5.18
5.18
404.36
265.94
217.89
184.91
153.03
121.16
114.51
114.51
114.51
114.51
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
MO4I
31.77
23.69
15.65
11.03
7.66
6.59
5.97
5.82
5.82
5.82
5.44
5.44
5.44
5.44
5.44
5.44
5.44
5.44
5.44
5.44
442.11
303.68
255.64
222.65
190.78
158.91
152.25
152.25
136.58
140.71
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
MO4D
19.27
14.37
9.49
6.69
4.65
4.00
3.62
3.53
3.53
3.53
5.82
5.82
5.82
5.82
5.82
5.82
5.82
5.82
5.82
5.82
417.79
279.37
231.32
198.34
166.46
134.59
127.94
127.94
120.62
120.31
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
NR-OlOe December 2005
12
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Table 11. Personal Watercraft Emission Factors [g/bhp-hr]
Pollutant
HC
NOx
CO
PM
HP Bin
0-3
3-6
6-11
11-16
16-25
25-40
40-50
50-100
100-175
175+
0-3
3-6
6-11
11-16
16-25
25-40
40-50
50-100
100-175
175+
0-3
3-6
6-11
11-16
16-25
25-40
40-50
50-100
100-175
175+
0-3
3-6
6-11
11-16
16-25
25-40
40-50
50-100
100-175
175+
Technology Type
MP2C
271.92
230.19
188.47
146.74
105.02
105.02
105.02
105.02
105.02
105.02
.08
.08
.08
.08
.08
.08
.08
.08
.08
.08
522.44
444.63
366.82
289.01
211.20
211.20
211.20
211.20
211.20
211.20
5.5
4.8
4.1
3.4
2.7
2.6
2.5
2.2
2.2
2.2
MP2I
205.35
173.84
142.33
110.82
79.31
79.31
79.31
79.31
79.31
79.31
1.31
1.31
1.31
1.31
1.31
1.31
1.31
1.31
1.31
1.31
477.03
405.98
334.94
263.89
192.84
192.84
192.84
193.65
193.65
193.65
4.7
4.1
3.5
2.9
2.3
2.2
2.1
1.9
1.9
1.9
MP2D
60.78
51.46
42.13
32.80
23.48
23.48
23.48
24.74
24.37
15.76
3.78
3.78
3.78
3.78
3.78
3.78
3.78
3.78
3.78
3.78
231.18
196.75
162.32
127.89
93.46
93.46
93.46
100.82
94.68
85.06
0.33
0.33
0.33
0.30
0.26
0.26
0.22
0.22
0.22
0.22
MP2CA
106.70
90.32
73.95
57.58
41.21
41.21
41.21
41.21
41.21
41.21
0.27
0.27
0.27
0.27
0.27
0.27
0.27
0.27
0.27
0.27
547.75
469.94
392.13
314.32
236.51
236.51
236.51
236.51
236.51
236.51
4.7
4.1
3.5
2.9
2.3
2.2
2.1
1.9
1.9
1.9
MP4C
25.84
15.13
4.43
4.43
4.43
3.73
3.73
3.63
3.63
3.63
1.47
1.07
5.98
5.98
5.98
5.98
5.98
5.98
5.98
5.98
476.96
401.31
181.13
171.94
162.74
153.54
153.54
153.54
153.54
153.54
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
MP4I
31.75
21.04
10.33
10.33
10.33
9.63
9.63
9.54
9.54
9.54
4.90
4.90
4.90
4.90
4.90
4.90
4.90
4.90
4.90
4.90
476.96
401.31
181.13
171.94
162.74
153.54
153.54
153.54
153.54
153.54
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
MP4D
30.09
19.38
8.67
8.67
8.67
7.97
7.97
7.88
7.88
7.88
3.55
3.55
3.55
3.55
3.55
3.55
3.55
3.55
3.55
3.55
476.96
401.31
181.13
171.94
162.74
153.54
153.54
153.54
153.54
153.54
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
0.06
NR-OlOe December 2005
13
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Table 12. Fuel Consumption Factors for Outboards and PWC [Ibs/bhp-hr]
HP Bin
0-3
3-6
6-11
11-16
16-25
25-40
40-50
50-100
100-175
175+
MO2C
MP2C, MP2CA
.803
.618
.479
.387
.341
.156
.110
.063
0.925
0.832
1
MO2I
MP2I
1.623
1.456
1.332
1.248
1.207
1.040
0.999
0.957
0.832
0.749
"echnology Type
MO2D
MP2D
1.443
1.295
1.184
1.110
1.073
0.925
0.888
0.851
0.740
0.667
MO4C
MP4C
0.925
0.920
0.911
0.906
0.892
0.867
0.832
0.798
0.694
0.657
MO4I, MO4D
MP4I, MP4D
0.832
0.828
0.820
0.816
0.803
0.780
0.749
0.718
0.624
0.567
In NONROAD, the technology types for SD/I engines are MS4C for carbureted engines
and MS4D for direct injection engines. Table 13 presents the emission factors and fuel
consumption estimates for SD/I engines.
Table 13. Emissions and Fuel Consumption for Inboard Engines (MS4C and MS4D tech types)*
Tech Type
MS4C
MS4D
HC
g/hp-hr
5.88
3.02
CO
g/hp-hr
153.8
71.8
NOX
g/hp-hr
5.35
8.48
PM
g/hp-hr
0.06
0.06
BSFC
Ib/hp-hr
0.657
0.567
* These rates apply to all hp bins.
Accounting for In-Use Operation
Many nonroad engines operate under transient loads, but the engines are typically tested
with steady-state tests. For small SI engines (<25 hp), three studies have compared transient and
steady-state emissions in SI engines, but they have not found consistent results and, in most
cases, transient and steady-state have produced equivalent emission factors. [16,17,18] At
present, EPA believes there is not sufficient information to justify an in-use transient adjustment
factor (TAF) for small SI engines, so the NONROAD model will use emission factors based on
unadjusted steady-state test results. Similarly, TAFs are not applied to the zero hour, steady-state
emission factors for recreational equipment and SI marine engines.
For large SI engines >25 hp, based on emission measurements from highway engines
comparable to uncontrolled large SI engines, transient emission levels are 30 percent higher for
HC and 45 percent higher for CO relative to steady-state measurements. [12, 19] The
NR-OlOe December 2005
14
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NONROAD model therefore multiplies steady-state emission factors for SI engines >25 hp by a
TAP of 1.3 for HC and 1.45 for CO to estimate emission levels during normal, transient
operation. Test data do not support adjusting NOX emission levels for transient operation and so
a TAP of 1.0 is used for NOx emissions. Also, the model applies no TAFs for generators,
pumps, or compressors, since engines in these applications are less likely to experience transient
operation. A summary of the TAFs used for large SI engines >25 hp is provided in Table 20.
Table 20. Transient Adjustment Factors (TAFs) for Spark-Ignition Engines >25 hp
Tech Types
HC
g/hp-hr
CO
g/hp-hr
NOX
g/hp-hr
PM
g/hp-hr
BSFC
Ib/hp-hr
Pre-control TAFs
Gasoline
LPG
CNG
1.3
1.3
1.3
1.45
1.45
1.45
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
Phase 1 Control TAFs
Gasoline
LPG
CNG
1.7
2.9
2.9
1.7
1.45
1.45
1.4
1.5
1.5
1.0
1.0
1.0
1.0
1.0
1.0
Phase 2 Control TAFs
Gasoline
LPG
CNG
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
TAFs are applied to gasoline 2-stroke (G2GT25), gasoline 4-stroke (G4GT25), LPG (LGT25), and CNG (NGT25)
engines. TAFs are not applied to generator sets, pumps, or air compressors, as these are less likely to experience
transient operation.
Technology Distributions
NONROAD accounts for changes in sales fractions and emissions from the advent of
emission standards or other changes by assigning technology groups to each Source
Classification Code (SCC). Each technology group has its own emission factors as described
above, and the fraction of the population assigned to each group can change over time. These
"technology fractions" by year are contained in an input file in NONROAD called tech.dat.
The regulations previously discussed for small SI and SI recreational marine engines are
expected to influence the sales fraction of various technology types and the emission rates of
those technologies. These anticipated changes are described in the regulatory support documents
NR-OlOe December 2005 15
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for the rulemakings and were used directly in NONROAD2004. For NONROAD2005, the
technology mixes for recreational SI marine have been updated, as described below. [9]
The outboard and PWC exhaust emission standards are phased in over nine years from
1998-2006. For model years before 1998, no changes were made to the technology mix for
NONROAD2005. The technology mix for model years 1998-2005 was revised, however, using
the certification data. For the 2006 model year, the technology mix was extrapolated based on
the trend in technology development observed in the previous years for each power bin. For the
2007 and later model years, the 2006 technology mix is assumed to remain constant because this
is the final year of the standards phase-in.
The SD/I technology fractions in NONROAD2004 were developed based on information
available in 2000. At that time, about half of new SD/I sales were estimated by industry to use
electronic fuel injection. Industry projections were that most, if not all, SD/I engines would be
fuel injected by 2004.
For SD/I engines, we do not have an EPA certification database because there are
currently no federal exhaust emission standards in place for these engines. However, the first
Tier of California exhaust emission standards for SD/I engines began in 2003. Six SD/I
manufacturers certified in California for 2003. We estimate that these six manufacturers make
up more than 90 percent of the total national SD/I engine sales. Therefore, we believe it is
reasonable to use the California data to estimate the SD/I technology mix for 2003.
The California certification database shows that about 40% of the engines certified in
2003 are still equipped with carburetors. Based on this information, we have updated the
technology mix for SD/I engines to reflect this slower introduction of electronic fuel injection.
The technology fractions by SCC in tech.dat are provided in Appendix B.
Carbon Dioxide Emission Factors
Emission factors for CC>2 are rarely measured; instead, they typically are calculated based
on brake-specific fuel consumption (BSFC). The NONROAD model uses BSFC to compute
CC>2 emissions directly, as shown in the equation below. The carbon that goes to exhaust HC
emissions is subtracted. This does not require a CC>2 emission factors input file.
CO2 = (BSFC * 453.6- HC) * 0.87 * (44/12)
where
CO2 is in g/hp-hr
BSFC is the fuel consumption in Ib/hp-hr
453.6 is the conversion factor from pounds to grams
HC is the in-use adjusted hydrocarbon emissions in g/hp-hr
0.87 is the carbon mass fraction of gasoline and diesel fuel
NR-OlOe December 2005 16
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44/12 is the ratio ofCO2 mass to carbon mass
Sulfur Dioxide Emission Factors
Sulfur dioxide emissions are rarely measured. Instead, they typically are calculated from
fuel consumption and fuel sulfur content. We have retained this approach for the NONROAD
model. Sulfur dioxide emission factors for gasoline engines are calculated using the following
equation:
SO2 = (BSFC * 453.6* (1 - soxcnv) -HC) * 0.01 * soxbas * 2
where
SO2 is in g/hp-hr
BSFC is the fuel consumption in Ib/hp-hr
453.6 is the conversion factor from pounds to grams
soxcnv is the fraction of fuel sulfur converted to direct PM (soxcnv = 0.03 for
gasoline engines)
HC is the in-use adjusted hydrocarbon emissions in g/hp-hr
0.01 is the conversion factor from weight percent to weight fraction
soxbas is the episodic weight percent of sulfur in the fuel (default value for
gasoline is 0.0339)
2 is the grams of SO 2 formed from a gram of sulfur
The calculation for CNG/LPG engines is similar, with an average default fuel sulfur
weight percent (soxbas) of 0.008 and the same sulfur conversion rate (soxcnv = 0.03).
The SC>2 emission factors are calculated based on the default fuel sulfur contents listed
here. NONROAD users may use the model interface to adjust the fuel sulfur content without
changing the input files.
Crankcase Emissions
Crankcase emissions are those emissions that escape from the combustion chamber past
the piston rings into the crankcase of four-stroke spark-ignition engines. Crankcase emissions
from 2-stroke engines do not exist due to the free flow of gases from the crankcase to the
combustion chamber in these engines. EPA Phase I regulations require closed crankcases for all
1997 and later spark-ignition engines under 19 kilowatts (25 hp), so these are assumed to have
zero crankcase emissions.[20] Also, all 4-stroke engines used in marine vessels are assumed to
have closed crankcases, including inboard, sterndrive, and 4-stroke outboards. All other
gasoline 4-stroke equipment are assumed to have open crankcases, except lawn and garden
equipment produced prior to 1997. The final NONROAD2005 model uses the estimate that 21
NR-OlOe December 2005 17
-------
percent of pre-1997 lawn and garden equipment have open crankcases. In addition, the model
assumes that all compression ignition diesel engines have crankcase emissions.
Regarding crankcase emissions from chippers/stump grinders, previous versions of this
technical report stated: "All pre-1997 chippers/stump grinders are assumed to have open
crankcases." However, it should be noted that prior versions of the draft NONROAD model did
not conform to the technical report, using the 21% estimate applied to pre-1997 lawn and garden
equipment mentioned above. EPA corrected the draft NONROAD2002 model and all
subsequent versions to assume that all pre-1997 chippers/stump grinders have open crankcases.
It should be noted that the final Nonroad Diesel Engine Tier 4 Rule assumes zero
crankcase emissions for Tier 4 nonroad engines, and this is reflected in the draft
NONROAD2004 and final NONROAD2005 models.
Crankcase Emissions: Sources of Values Used in NONROAD
Due to lack of any other sources of crankcase emission data, the final NONROAD2005
model uses the crankcase emission factors from NEVES for all engines produced without closed
crankcases. NEVES uses data from on-highway engines to estimate nonroad crankcase emission
rates. Using the NEVES data, NONROAD assumes the crankcase HC emission factor is equal to
33% of the exhaust HC emission factor for 4-stroke engines with open crankcases. For diesel
engines with open crankcases, NONROAD assumes the HC emission factor is equal to 2.0% of
the exhaust HC emission factor. These percentages are applied to the final calculated exhaust
emission factors, so the resulting crankcase emission factors include the same percentage
deterioration as used for exhaust HC.
Although NEVES also provides diesel crankcase emission factors for CO (0.2% of
exhaust CO) and NOx (0.05% of exhaust NOx), there is no provision within NONROAD for
modeling these since they are so small. Comments are welcome regarding the need for inclusion
of CO and NOx crankcase emissions either within the model or as a manual addition to the
exhaust estimates produced by the model.
NR-OlOe December 2005 18
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References
[1] "Nonroad Engine and Vehicle Emission Study" (NEVES), U.S. EPA, Office of Air and
Radiation, 21A-2001, November, 1991.
[2] "Documentation of Input Factors for the New Off-Road Mobile Source Emissions Inventory
Model," ("Inputs...") Energy and Environmental Analysis, Inc. for California Air Resources
Board, February, 1997.
[3] "Documentation of the OMS Small Gasoline Engine Spreadsheet System, Final Technical
Memorandum," Dan Bowman, TRC Environmental Corporation, August 1995.
[4] "Emissions for New Nonroad Spark-Ignition Engines At or Below 19 Kilowatts; Final Rule,"
60 FR 34581, July 3, 1995.
[5] "Phase 2: Emission Standards for New Nonroad Nonhandheld Spark Ignition Engines At or
Below 19 Kilowatts," Amendments to 40 CFR Part 90, March 1999.
[6] "Phase 2: Emission Standards for New Nonroad Spark-Ignition Handheld Engines At or
Below 19 Kilowatts and Minor Amendments to Emission Requirements Applicable to Small
Spark-Ignition Engines and Marine Spark-Ignition Engines; Final Rule," 65 FR 24268, April 25,
2000.
[7] "Final Rule for New Gasoline Spark-Ignition Marine Engines; Exemptions for New Nonroad
Compression-Ignition Engines at or Above 37 Kilowatts and New Nonroad Spark-Ignition
Engines at or Below 19 Kilowatts," 61 FR 52088, October 4, 1996.
[8] "Control of Emissions From Nonroad Large Spark-Ignition Engines and Recreational
Engines (Marine and Land-Based); Final Rule," 67 FR 68241, November 8, 2002.
[9] "Updates to Technology Mix, Emissions Factors, Deterioration Rates, Power Distribution,
and Fuel Consumption Estimates for SI Marine Engines in the NONROAD Emissions Inventory
Model," Memo from Mike Samulski to Docket OAR-2004-0008, November 30, 2005.
[10] "Final Regulatory Impact Analysis, Phase 2: Emission Standards for New Nonroad
Nonhandheld Spark-Ignition Engines At or Below 19 Kilowatts," U.S. EPA, EPA420-R-99-003,
March 1999.
[11] "Final Regulatory Impact Analysis, Phase 2 Final Rule: Emission Standards for New
Nonroad Handheld Spark-Ignition Engines At or Below 19 Kilowatts," U.S. EPA, EPA420-R-
00-004, March 2000.
[12] "Final Regulatory Support Document: Control of Emissions from Unregulated Nonroad
Engines," U.S. EPA, EPA420-R-02-022, September 2002.
NR-OlOe December 2005 19
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[13] "Emission Modeling for Recreational Vehicles," EPA Memorandum from Line Wehrly to
Docket A-98-01, EPA420-F-00-051, November 13, 2000.
[14] "Regulatory Impact Analysis: Control of Air Pollution Emission Standards for New
Spark-Ignition Marine Engines," U.S. EPA, October, 1996.
[15] "Revisions to the June 2000 Release of NONROAD to Reflect New Information and
Analysis on Marine and Industrial Engines," EPA Memorandum from Mike Samulski to Docket
A-98-01, Docket Item IV-8-1, November 2, 2000.
[16] "Emissions Analysis of Small Utility Engines." Sun, X., et al. SAE paper 952080. 1995.
[17] "Emissions from 4-Cycle Walk-Behind-Mower Engines: Test Cycle Effects." Gabele,
Peter. SAE Paper 972793. 1997
[18] "Transient versus steady-state test procedure evaluation of 4-cycle utility engines,"
Carpenter, T., Buszkiewicz, T., Trimble, T. EPA regulation negotiation test procedure task
group, November, 1994. EPA Air Docket A-93-29, Docket Item U-M-27 and "Final Report -
Handheld Subgroup of the Test Procedure Task Group", EPA Air Docket A-93-29, Docket Item
II-M-40.
[19] "Regulatory Analysis and Environmental Impact of Final Emission Regulations for 1984
and Later Model Year Heavy Duty Engines," p. 189, U.S. EPA, Docket A-2000-01, December
1979.
[20] Federal Register: July 3, 1995 (Volume 60, Number 127), Page 34581-34657, "Control of
Air Pollution; Emission Standards for New Nonroad Spark-ignition Engines At or Below 19
Kilowatts," and Code of Federal Regulations 40 CFR 90.109 "Requirement of
certificationclosed crankcase."
NR-OlOe December 2005 20
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Appendix A
Cross-Inventory Comparison of SI Emission Factors
Comparing emission factors between inventory models (NEVES, OFF-ROAD, EPA's
Small Engine Model) is not straightforward because the different models and inventories use
different units and different categories in distinguishing emission factors. To compare the
factors, all factors were converted to list emission factors in g/hp-hr by engine type, application
and horsepower. This conversion required mapping both the ARB horsepower groups and the
Small Engine Model's displacement classes to the horsepower groups used by the NONROAD
model (see Tables Al and A2). It was also necessary to combine the Small Engine Model's
overhead-valve and side-valve categories into a single category by using a sales-weighted
average, using the sales mix listed in Table A3.
Table Al. Mapping of small engine groupings used in the Small Engine Model and ARB's OFF-
ROAD model to the small engine groupings used in the NONROAD model
Small Engine Model
Class/Displacement
Non-Handheld, I
<225 cc
Non-Handheld, II
>225 cc
Handheld, IE
0-20 cc
Handheld, IV
20-50 cc
Handheld, V
>50cc
ARB Power
Range
2-5 hp
5-15 hp
15-25 hp
<2hp
< 2hp
2-15 hp
NONROAD
Power Range
3-6 hp
6-16 hp
16-25 hp
0-1 hp
1-3 hp
3-6 hp
NONROAD
source classification
All engines except 2-stroke
trimmers/edgers/cutters, chainsaws,
leafblowers, and snowblowers
All engines except 2-stroke
trimmers/edgers/cutters, chainsaws,
leafblowers, and snowblowers
All engines
All engines
All 2-stroke trimmers/edgers/cutters,
chainsaws, leafblowers, and
snowblowers
NR-OlOe December 2005
Al
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Table A2. Mapping of large engine groupings used in ARB's OFF-ROAD model to the large
engine groupings used in the NONROAD model.
ARB hp range
5-15
15-25
25-50
50-120
120-175
175-250
250-500
500-750
750-9999
NONROAD hp Range
6-11 & 11-16
16-25
25-50
50-100
100-175
175-250
250-500
500-750
750-3000+
NR-OlOe December 2005
A2
-------
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Appendix B
Technology Groups and Distributions by Year
NONROAD accounts for changes in sales fractions and emissions from the advent of
emission standards or other changes by assigning technology groups to each Source
Classification Code (SCC). (SCC descriptions are given in NR-006d.) Each technology group
has its own emission factor and the fraction of the population assigned to each group can change
over time. These "technology fractions" are contained in an input file in NONROAD called
tech.dat. A sample record for 4-stroke lawnmowers might show a shift in engine sales from
side-valve engines (Tech Group 1) to overhead valve engines (Tech Group 2) as illustrated in
Table Bl, which shows side-valve engines declining from 90% of sales in 1991 to 50% of sales
in 1997.
Table B1. Sample Technology Fractions
SCC/Year
2260004010
1990
1997
Horsepower
Range
3-6 hp
Tech
group/fraction
1
0.90
0.50
Tech
group/fraction
2
0.10
0.50
Each technology group has an associated emission factor given in the emission factor
input file for that pollutant. This emission factor can change with time. For example, CO
emissions from Technology Group 1 (side-valve engines) might decrease from 819 g/hp-hr for
model year engines 1990 through 1996 to 387 g/hp-hr for model years 1997 and later as shown in
Table B2. The year listed in the emission factor input file is the first year in which the new
emission factor applies.
Table B2. Sample Emission Factors
SCC/Year
2265004010
1990
2265004010
1997
Horsepower
Range
3-6 hp
3-6 hp
Technology
group/emissions
1
819
1
387
Units
g/hp-hr
g/hp-hr
Pollutant
CO
CO
NR-OlOe December 2005
Bl
-------
For pre-controlled engines, the only technology groups currently identified are those used
to combine SCCs for spark-ignition engines <25 hp as described in NR-006d. Technology
groups primarily will be used for engines subject to emissions regulations. The regulations
discussed in the main body of this report (for small SI engines <25 hp and SI recreational marine
engines) are expected to influence the sales fraction of various technology types and the emission
rates of those technologies. The technology types meeting the new standards (with appropriately
lower emission factors) then gain market share during the appropriate model years which
represent the start year of the regulations. These anticipated changes are described in EPA's
rulemakings.
Table B3 provides a list and description of the SI technology groups used in final
NONROAD2005. Table B4 contains the technology fractions in tech.dat.
If new emission factors are developed for other parts of the inventory (e.g., larger SI
engines) to reflect distinctions between different engine technologies with different emission
levels, then appropriate technology groups, technology fractions, and emission factors will be
added to the model. Similarly, appropriate emission factors will be added to the model if new
emission standards are implemented.
Table B3. Spark-Ignition Technologies in the Final NONROAD2005 Model
Engine Tech
Type Code
G2GT25
G2H3
G2H31
G2H3C1
G2H32
G2H3C2
G2H4
G2H41
G2H4C1
G2H42
G2H4C2
SI Engine Category
Large SI > 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Description
Gasoline, 2-stroke, Baseline
Gasoline, 2-stroke, handheld Class III (<20cc), Baseline
Gasoline, 2-stroke, handheld Class III (<20cc), Phase 1
Gasoline, 2-stroke, handheld Class III (<20cc), Phase 1 with
catalyst
Gasoline, 2-stroke, handheld Class III (<20cc), Phase 2
Gasoline, 2-stroke, handheld Class III (<20cc), Phase 2 with
catalyst
Gasoline, 2-stroke, handheld Class IV (>20cc and <50cc), Baseline
Gasoline, 2-stroke, handheld Class IV (>20cc and <50cc), Phase 1
Gasoline, 2-stroke, handheld Class IV (>20cc and <50cc), Phase 1
with catalyst
Gasoline, 2-stroke, handheld Class IV (>20cc and <50cc), Phase 2
Gasoline, 2-stroke, handheld Class IV (>20cc and <50cc), Phase 2
with catalyst
NR-OlOe December 2005
B2
-------
Table B3. Spark-Ignition Technologies in the Final NONROAD2005 Model
Engine Tech
Type Code
G2H5
G2H51
G2H5C1
G2H52
G2H5C2
G2N1
G2N11
G2N2
G4GT25
G4GT251
G4GT252
G4H41
G4H42
G4N1O
G4N1O1
G4N1O2
G4N1S
G4N1S1
G4N1SC1
G4N1S2
G4N2O
SI Engine Category
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Large SI > 25hp
Large SI > 25hp
Large SI > 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Description
Gasoline, 2-stroke, handheld Class V (>50cc), Baseline
Gasoline, 2-stroke, handheld Class V (>50cc), Phase 1
Gasoline, 2-stroke, handheld Class V (>50cc), Phase 1 with catalyst
Gasoline, 2-stroke, handheld Class V (>50cc), Phase 2
Gasoline, 2-stroke, handheld Class V (>50cc), Phase 2 with catalyst
Gasoline, 2-stroke, nonhandheld Class I (<225cc), Baseline
Gasoline, 2-stroke, nonhandheld Class I (<225cc), Phase 1
Gasoline, 2-stroke, nonhandheld Class II (>225cc), Baseline
Gasoline, 4-stroke, Baseline
Gasoline, 4-stroke, Phase 1
Gasoline, 4-stroke, Phase 2
Gasoline, 4-stroke, handheld Class IV (>20cc and <50cc), Phase 1
Gasoline, 4-stroke, handheld Class IV (>20cc and <50cc), Phase 2
Gasoline, 4-stroke, overhead-valved, nonhandheld Class I
(<225cc), Baseline
Gasoline, 4-stroke, overhead-valved, nonhandheld Class I
(<225cc), Phase 1
Gasoline, 4-stroke, overhead-valved, nonhandheld Class I
(<225cc), Phase 2
Gasoline, 4-stroke, side-valved, nonhandheld Class I (<225cc),
Baseline
Gasoline, 4-stroke, side-valved, nonhandheld Class I (<225cc),
Phase 1
Gasoline, 4-stroke, side-valved, nonhandheld Class I (<225cc),
Phase 1 with catalyst
Gasoline, 4-stroke, side-valved, nonhandheld Class I (<225cc),
Phase 2
Gasoline, 4-stroke, overhead-valved, nonhandheld Class II
(>225cc), Baseline
NR-OlOe December 2005
B3
-------
Table B3. Spark-Ignition Technologies in the Final NONROAD2005 Model
Engine Tech
Type Code
G4N2O1
G4N2O2
G4N2S
G4N2S1
G4N2S2
LGT25
LGT251
LGT252
MO2C
MO2I
MO2D
MO4C
MO4I
MO4D
MP2C
MP2CA
MP2I
MP2D
MP4C
MP4I
MP4D
MS4C
MS4I
MS4D
SI Engine Category
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Small SI < 25hp
Large SI > 25hp
Large SI > 25hp
Large SI > 25hp
Recreational Marine
Recreational Marine
Recreational Marine
Recreational Marine
Recreational Marine
Recreational Marine
Recreational Marine
Recreational Marine
Recreational Marine
Recreational Marine
Recreational Marine
Recreational Marine
Recreational Marine
Recreational Marine
Recreational Marine
Recreational Marine
Description
Gasoline, 4-stroke, overhead-valved, nonhandheld Class II
(>225cc), Phase 1
Gasoline, 4-stroke, overhead-valved, nonhandheld Class II
(>225cc), Phase 2
Gasoline, 4-stroke, side-valved, nonhandheld Class II (>225cc),
Baseline
Gasoline, 4-stroke, side-valved, nonhandheld Class II (>225cc),
Phase 1
Gasoline, 4-stroke, side-valved, nonhandheld Class II (>225cc),
Phase 2
Liquid Petroleum Gas, Baseline
Liquid Petroleum Gas, Phase 1
Liquid Petroleum Gas, Phase 2
Outboard, 2-stroke, carbureted, no aftertreatment
Outboard, 2-stroke, indirect injection, no aftertreatment
Outboard, 2-stroke, direct injection, no aftertreatment
Outboard, 4-stroke, carbureted, no aftertreatment
Outboard, 4-stroke, indirect injection, no aftertreatment
Outboard, 4-stroke, direct injection, no aftertreatment
Personal Watercraft, 2-stroke, carbureted, no aftertreatment
Personal Watercraft, 2-stroke, carbureted, 2-way catalyst
Personal Watercraft, 2-stroke, indirect injection, no aftertreatment
Personal Watercraft, 2-stroke, direct injection, no aftertreatment
Personal Watercraft, 4-stroke, carbureted, no aftertreatment
Personal Watercraft, 4-stroke, indirect injection, no aftertreatment
Personal Watercraft, 4-stroke, direct injection, no aftertreatment
Sterndrive/Inboard, 4-stroke, carbureted, no aftertreatment
Sterndrive/Inboard, 4-stroke, indirect injection, no aftertreatment
Sterndrive/Inboard, 4-stroke, direct injection, no aftertreatment
NR-OlOe December 2005
B4
-------
Table B3. Spark-Ignition Technologies in the Final NONROAD2005 Model
Engine Tech
Type Code
NGT251
NGT252
R12S
R12S1
R12S2
R14S
R14S
SI Engine Category
Large SI > 25hp
Large SI > 25hp
Recreational Equipment
Recreational Equipment
Recreational Equipment
Recreational Equipment
Recreational Equipment
Description
Compressed Natural Gas, Phase 1
Compressed Natural Gas, Phase 2
Offroad Motorcycles, All-Terrain Vehicles, and
stroke, Baseline
Offroad Motorcycles, All-Terrain Vehicles, and
stroke, Phase 1
Offroad Motorcycles, All-Terrain Vehicles, and
stroke, Phase 2
Offroad Motorcycles, All-Terrain Vehicles, and
stroke, Baseline
Offroad Motorcycles, All-Terrain Vehicles, and
stroke, Phase 1
Snowmobiles, 2-
Snowmobiles, 2-
Snowmobiles, 2-
Snowmobiles, 4-
Snowmobiles, 4-
NR-OlOe December 2005
B5
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