United States
Environmental Protection
Agency
Office of Air and Radiation
(ANR-443)
Washington, DC 20460
EPA 460/3-91-02
21A-2001
November 1991
NTIS STK# PB92-126960
Air
dEPA
Nonroad Engine and Vehicle
Emission Study—Report
NATIONAL VEHICLE AND FUEL EMISSIONS LABORATORY
OFFICE OF TRANSPORTATION AND AIR QUALITY
ANN ARBOR MI
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Nonroad Engine and Vehicle
Emission Study
Report
November 1991
EPA-21A-2001
Certification Division
Office of Mobile Sources
Office of Air & Radiation
U.S. Environmental Protection Agency
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ACKNOWLEDGEMENTS
The Nonroad Engine and Vehicle Emission Study relied extensively on UK participation of numerous
organizations both within and outside of the U.S. Environmental Protection Agency. A Technical Review Group
consisting of industry and state-levd government representatives was convened to provide a forum for resolving
discrepancies in dala used in the analyse. Members of this group are listed in Appendix F. The authors and
editors of this report wish to express their sincere appreciation for the efforts of all participants.
The study also relied on analyses developed by EPA contractors, Under the direction of Mr. Qiailes T.
Hare, a review of existing data on the emission characteristics of nouroad engines'* was conducted by the
Southwest Research Institute, which also tested the emissions of several tawn and garden engines th* had been
used in (he field.4 Tbe EPA Project Officer for this contract was Mr. Craig A. Harvey of me Emission Control
Technology Division. Tbe EPA Technical Wort Assignment Managers were Mr. Todd L. Sherwood and Mr.
Kenneth L. Zerafa, bwh of tbe Certification Division, Estimates of local area equipment populations and usage
for most nonroad engines and vehicles were developed by Energy and Environmental Analysis, IDC. l.EEA) under
the direction of Mr. K.G- Duleep.* An analysis of commercial marine vessel emissions in six oonanainment
areas was developed by Boon - Allen & Hamilton, Inc. (BA&H) under the direction of Ms. Barbara Kuryk^
The EPA Project Officers for these two contracts were Ms. Celia Shih (EEA) of (he Emission Control
Technology Division and Ms, Patricia L. Cox (BA&H) of UK Health and Environmental Management Division.
Tbe EPA Technical Work Assigmneia Manager for the EEA and 9A&H analyses was Mr, Kevin A.H. Green of
UK Certification Division.
Many members of ttte Certification Division in Ann Arbor, MI were inBtfttfieiMa] in the completion of
this study, Ms. Gay MacGregor, Assistant Director, and Mr. John M. German, Project Manager, provided
general and technical oversight, respectively, for the study. Ms- Cheryl F. Adelman provided legal interpretation
and guidance in the area uf nootoad equipment classification. Ms. Kathy E, Carter managed the production of
the draft report and accompanying appendices. Mr, Kevin A.H. Green developed estimates of total emissions
from ncnnad engines and vehicles for me areas included in the study. Ms. Belay Lyons McCabe coordinated
revisions and additions lo tbe draft and managed the production of tne final report and appendices. Ms. Deanne
ft. North and Ms. Sujan V. Srivasfeva analyzed stale estimates of emissions from nonroad sources. Ms. Clare
Ryan coordinated communications inside and outside EPA. With technical guidance from Mr. Michael A.
Sabourin. Project Manager, Mr. Jeffrey T, Frbct and Mr. Kenneth L, Zerafe developed a data base of
evaporative and tailpipe emission factora for nom*d engines and vehicles. Ms. Paula Van Lare reviewed
studies of ozone formation and transport and consJdered (heir implications for nonroad engines and vehicles. Alt
of tbe above staff members are especially appreciative of the typing and production assistance provided by Ms.
Rae Bcnedetti and by Ms. Jams S, Hfcfleo, a contractor with me Computer Science Corporation, and of the
general assistance from Mr. Donald J, Kacbman and Ms. Shew N, Williams, both student aides in me
Certification Division, and also of tbe assuttnce with file sharing and printing; provided by tne Computer Support
Section.
, Mehrtn N. NOHTM4 &HICMHI FacWr*. S
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Table of Contents
Reading and Using the Study Report and Appendixes ....................... • • iv
Executive Summary ........................ • .......... - ............. v
Chapter 1, Overview and Background ................................. i
1 . 1 , The Air Pollution Problem ................. , . , . ............. 1
1,2. Congressional Mandate and Scope of Study ....... , ............. , 3
1.3, Nonroad Equipment Categories Included in the Study . . , ....... . , , , . 3
1,4. Pollutants Considered in the Study ...... ... ................... 4
1,5, Geographic Anas Considered in the Study ....................... 6
1.6. Public Participation ....................................... 7
Chapter 2. Methods and Approach .......... , .................... ..... 9
2.1. Structure of Emission Inventories ...................... . ..... . 10
2,2. Developing Equipment and Engine Categories ...... ............... II
2,3. Development of Emission Factors , > . . , , ..... ..... ...... . ..... . 13
2A Development of Activity Levels for Inventory A ................. 15
2.5. Development of Activity Levels for Inventory B .................. , 16
2,6. Comparison of Result) from October Draft and Final Study . ........ . . 16
2,7. Comparison of Data Used in Inventories A and B - . , ............... IB
2.8. Emissions from Commercial Marine Vessels .......... ,...,,,.,,.. 39
2,9. Emissions from Other Sources , , . , ...... ... ................... 41
Chapter 3, Results ................................................ 45
3.1, VOC, NQfc, CO, and Paniculate Nonroad Inventories , ....... . ....... 45
3.2. VOC, NO*, CO, and Particulate Nonroad Inventories by Categories ..... 51
3.3. National PM, SOX( and Air Toxics Inventories .................... 92
3,4, SIP and CARB Inventory Analysis . , ....... . .................. 94
Chapter 4. Discussion and Analysis of Remits ............................ %
4.1. Discussion of Inventory Results ................. .... .......... 96
4.1 .1, Volatile Organic Compounds (VOC) Inventories .............. 96
4,1,2. Nitrogen Oxide (NO*) Inventories ........................ 98
4, 1.3. Carbon Monoxide (CO) Inventories .......... , ............ 99
4.1.4. Particulate (PM) Inventories ............................ 100
4,1.5. National Air Toxics Inventories ............ ,,..., ....... I'Jl
4.2. Analysis of Inventory Methodologies .......................... KM
4.2.1. Data Differences .................................... 104
4.2.2. Factors Causing Ovciestimation or Underestimation ........... 106
4.2,3. Additional Considerations ........ .... .................. 108
4.3, Analysis of Nonroad Emission Impact .......... . ............... Ill
Chapter 5. Conclusions ................... - ........................ 1 1 -s
References .................... ................................... H 8
November 199L
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List of Tables
Table ES-Ql. Equipment Categories Included in Study ........................ vi
Table ES-02. Examples of Emissions from New Nonroaxl Equipment
Relative to a Typical In-Ust Passenger Car ........ , , . .......... vi
Table ES-03. Pollutants Included in the Study ............................ . . vii
Table ES-04. Median Contributions of Nonroad Categories to VOC, NOX
and CO Emission Inventories A and B, with New
Engine/In-use Estimate Emission Factors ....................... xii
Table ES-05, Number of Areas in Which Category Contributes at Least 1%
of Total Inventory in the 19 Ozone and 16 CO Nonattainment
Areas Studied ...................... , ................. , xiii
TabSe 1-OL Equipment Categories Included in Study ..... ............. . ...... 4
Table 1-02, Pollutants Included in Study ....................... . .......... 5
Table 1-03. Geographic Aieas Included in Study ............................ 7
Table 2-01. Sample CO Emission Inventory ........................ ........ 10
Table 2-02. Nonroad Mobile Source Equipment Categories ......... , . . ......... 12
Table 2-03. Inventory A and B National Population Estimates ................... 19
Table 2-04. Inventory A and B Average Rated Horsepower Estimates .......... , , . 21
Table 2-05, Inventory A and B Typical Operating Load Factor Estimates ........... 23
Table 2-06, Inventory A and B Annual Use Estimates ........................ 25
Table 2-07. Emission Factors .......................................... 27
Table 2-08a. Summer and Winter Percentages of Yearly Activity .................. 37
Table 2-08b. Summer and Winter Percentages of Yeariy Activity for
Recreational Marine Equipment ............. , ...... . , ; ..... . 37
Table 2-08c. Summer and Winter Percentages of Yearly Activity for
Recreational Equipment. ..... , ............................ 38
Table 2-09. Emissions from Commercial Marine Vessels ....... , , , , ............ 40
Table 2-10. Emissions from Highway Vehicles , . , . . ............... , ........ 43
Table 2-11. Emissions from Other Area and Point Sources ..................... 44
Table 3-01. Total Nonroad Emissions by Nonattainment Area and
Pollutant (%) ................ . . , ....... . ............ ... 46
Table 3-02. Air Toxics Emission Inventories ................... . ......... K . 93
Table 3-03. SIF-Based Inventory Summary .......... . ..................... 94
Table 3-04. C ARE -Based Inventory Summary .............................. 95
Table 4-01- Equipment Categories Contributing at least 1% of
Total Summertime VOC .......... , .............................. 97
Table 4-02. Equipment Categories Contributing at least 1% of
Total Summertime NO* Inventory ............... ...... ............. 99
Table 4-03. Equipment Categories Contributing at least 1% of
Total Wintertime CO Inventory .................................... 100
Table 4-04. Equipment Categories Contributing at least 1% of
Total PM Inventory ....... ................... .................. 100
Table 4.05. Summary of Risk Estimates from Motor Vehicle Air Toxics .......... .102
Table 4-06, Risk Estimates for Nonroad Toxic Emissions ......... . .......... . . 103
Table 4-07, Contribution to Total Inventory ................................ 113
Table 4-08, Comparison of Ozone Precursor Emissions from Various
Vehicles and Equipment .......................... . . ...... 114
November
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Table of Conieti;&
List of Appendixes
Appendix A, Glossary of Acronyms and Terms , A-t
Appendix B. Qione Formation B-l
Appendix C, Ozone and CO Nonattainment and Air Toxic Risk Estimates C-1
Appendix D. Mobile Source Air Toxics , , , , , D-1
Appendix E. Manufacturer Association Membership E-l
Appendix F, Technical Review Group Representatives F-l
Appendix G. Emission Inventories Developed Using SIP and CARB Data G-i
Appendix H. List of Equipment Types H-l
Appendix I. Emission Factor Development . . . . H-l
Appendix J, Additional Data Submissions , J-1
Appendix K. Adjustments to Data in Developing Inventory A K
Appendix L. Regional and Seasonal Adjustments to Inventories L-1
Appendix M. Emission Inventory A . . , , . . , M-l
Appendix N. EPA Use of Manufacturer Data, In Inventory B N-l
Appendix O. Emission Inventory B 0-1
Appendix P. Transport and Nonroad Emissions P-i
Appendix Q, Response to Public Comment Q-l
November
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Reading and Using the Study Report and Appendixes
The Nonroad Engine and Vehicle Emission Study has been bound into two volumes -
the report and its appendixes. The report contains five chapters which provide information
on the purpose and goals of the study, the approach, the results, and a discussion and analysis
of those results. Throughout the report, the readct is provided with the basic information
needed to understand what was done to obtain the results presented. More detailed
information has been put into a series of sixteen appendixes, which are bound separately from
the report.
In both the report and the apperidixes, die reader will find annotated notes, indicated
by a superscript symbol, at the bottom of the page. These notes are provided where it was
felt some explanatory information might be needed. Reference citations are indicated by a
superscript number. A list of the references cited in the report is located on the last page of
the report. In the appendixes, a list of references can be found at the end of each appendix.
Many acronyms are used in the report. While they are defined when first used, a list
of acronyms and their meanings is also provided in Appendix A. Appendix A also contains a
glossary of some of the terms used in the report.
iv November
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Executive Summary
Congressional Mandate
This study is a. response to the Congressional directive** that EPA quantify the
contribution of nonroad sources to ozone and carbon monoxide air pollution and to other
pollutants believed to endanger public health. The Clean Air Act (CAAL as amended, directs
EPA to complete a study of emissions from nonroad engines and vehicles by November 15.
1991. The CAA further requires EPA to regulate emissions from nonroad engines and
vehicles within twelve months after completion of the study if the Agency determines that
these sources are significant contributors to ozone or carbon monoxide (CO) concentrations in
more than one area which has failed to attain the National Ambient Air Quality Standards
(NAAQS) for these pollutants. This report does not constitute EPA's determination of
significance- Any determination EPA makes relative to the significance of nonroad
contributions to air quality will be included as part of any regulations proposed for nonroad
engines and vehicles. Opportunities for public comment on any determination of significance
will be provided through the regulatory process if the Agency proposes nonroad regulations
Nonro*d Engines and Vehicles
The terms "nonroad engines" and "nonroad vehicles" cover a diverse collection of
equipment ranging from small equipment like tawnmowers and chain saws, to recreational
equipment, to farm equipment and construction machinery. EPA considered more than 80
different types of equipment in this report. To ease analysis and reporting EPA has grouped
equipment into 10 equipment categories listed in Table
"Section 21 id) of the OWE Air Act, as amended, diiwts EPA to conduct * study of emissions from
engines and vehicle! and to determine if such emissions cans*, or significantly contribute to, air poliutioQ vhkh m v,
be reasonably anticipated to endanger public health 01 welfait-
"Locomotives and aircraft ue not included in this study because the CAA provides for dxni separably
November
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Nonroad
Eitussloa Study
Table £5-01. Equipment Categories Included in Study
Nonroad Equipment Categories
Lawn and Garden Equipment
Airport Service Equipment
Recreational Equipment
Recreational Marine Equipment
Light Commercial Equipment
Industrial Equipment
Construction Equipment
Agricultural Equipment
Logging Equipment
Commercial Marine Vessels
Nonroad engines are not regulated for emissions, and very few nonroad engines
currently use emission control technology- Because of the diveiraity of nonroad equipment.
characterization of the emissions from nonroad engines i* a complex task, A comprehensive
analysis of the air quality benefits potentially available from reducing nonroad engine
emissions has never before been undertaken.
Congress asked EPA to focus on quantifying emissions from unregulated nonroad
sources after 20 years of highway mobile sources regulation and increasingly costly controls
on the automotive industry. As a group, nonroad engines represent the last uncontrolled
mobile source. Potential emission reductions from this source may help resolve local ak
quality problems. A comparison between pollution emitted by individual pieces of new
nonroad equipment and pollution emitted by today's typical in-use passenger car illustrates
the logic behind the Congressional mandate.
Table ES-D2. Examples of Emissions from New Nonroad Equipment Relative to a
Typical In-Vse Passenger Car
1 Hour of Use
1 lawnmower
1 chain saw
1 outboard motor
1 crawler tractor
Pollutant
VOC
VOC
VOC
NO,
Car Milts
50
200
goo
900
November
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Executive Summary
State add Industry Participation
EPA's ability to complete this study has been greatly enhanced by contributions of the
nonroad equipment industry and by many state air quality planners. A public workshop was
held April 3-4, 1991, and individual meetings were held with many nonroad manufacturing
groups. An infonnal group of technical experts, including industry and state representatives,
provided valuable data and technical feedback throughout this study process. In many cases
the nonroad manufacturers invested resources to provide detailed information to help construct
nonroad emission inventories. On October 30, 1991, EPA held a public meeting on the full
draft of this report.
Study Approach
To estimate the contribution of nonroad sources to air pollution, EPA constructed
national emission inventories of nonroad sources, as well as local inventories for 19 ozone
and 16 carbon monoxide (CO) nonattainment areas. Since it wad not possible to construct
inventories for all nonattainment areas within die time allowed for this study, these areas
selected to represent a spectrum of demographic and geographic characteristics. They also
represent most of the nation's most severe air pollution problems.
Because Congress specified that EPA study the nonroad source contribution to ozone
and CO nonattainment, the study primarily focuses on CO and on the pollutants that
contribute to ozone formation, volatile organic compounds (VOC) and oxides of nitrogen
(NO*). However, the study addresses all the pollutants listed in Table ES-03,
Table ES-03. Pollutants Included ID tb« Study
Pollutants
Volatile Organic Compounds (VOCs) Benzene
Oxides of Nitrogen (NO*) Aldehydes
Carbon Monoxide (CO) 1.3-butadiene
Paniculate Matter (PM) Gasoline Vapors
Sulfur Dioxide (SOj) Nitrosamines
November 1991
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Honroad Er^" "^ Vehklft Emiaaioa Stgjjy_
Constructing Enussiod Inv«Dtori«
Emission inventories arc detailed listings of the amount of pollution generated by
different sources in a given area over a specific period of time. In constructing nonroad
inventories, several factors must be estimated: (1) equipment populations in a given
nonattainment area, (2) annual hours of use of each type of equipment adjusted for geographic
region and for the season of interest for each pollutant studied, (3) average rated horsepower
of each type of equipment, (4) typical load factor for each type of equipment, and (5) an
emission factor (EF), or average emissions of each pollutant per unit of use (e,g,, g/hp4ir) for
each category of equipment.
Given the number of engine types and equipment included in the study and the limited
amount of data available characterizing emissions from nonroad sources, EPA chose to
construct two sets of inventories. In the first set, EPA constructed inventories that incorporate
commercially and publicly available data so that the method could be repeated by interested
states. The second set of inventories incorporated industry-provided data that might not be
publicly available to states (e.g., confidential sales data to estimate populations), but would
give EPA a valuable cross check for the first set of inventories. This report presents both sets
of inventories;
Inventory A which relies heavily on a commercially available marketing research data
base** and publicly available indices of commercial activity to estimate equipment
populations;
and
Inventory B which incorporates manufacturer-provided data in almost all high usage
categories.
Both inventories use the same emission factors for all pollutants except participates,
EPA and its contractors, with the assistance of industry, updated nonroad emission factors for
this study using all available test data, including evaporative and refueling (spillage) emission
data. Most of the emission data for nonroad engines are based on tests of new engines. The
limited information EPA does have on in-use nonroad engines shows that in-use emissions
tfP0w*r Systems Research maintains « marketing research data base thai includes moot types of nooroad
equipment
November 1991
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Executive Sutiunarv
could be as much as two times higher for some types of equipment than emission estimates
using emission factors baaed on new engine test data. Consequently, inventories calculated
using new engine emission factors (new engine EFs) will underestimate the contribution of
nonroad engines to air pollution. EPA has developed a second set of emission factors (in- use
EFs) for VOC and CO that includes a gross adjustment for in-use deterioration. Because of
the uncertainty involved in making in-use adjustments, the report presents estimates for both
Inventories A and B with and without the adjustment. In-use adjustments assume very little
deterioration by diesel engines. Hence, category- specific inventories (e-g., Construction
Equipment) for categories dominated by diesel engines show very little difference between the
inventories estimated using new engine EFs and in-use EFs, The estimates using the new
engine EFs should be considered the conservative lower bound of nonroad contribution in
each nonattainment area,
Highlights of Study
Results are presented for all nonroad sources and for each equipment category.
Nonroad Contributtorts to Inventories
The results of Inventories A and B are similar. Chart ES-01 shows the median
contributions to total inventories in the 19 ozone and 16 CO nonattainment areas studied. In
general, Inventory B estimates lower emissions than Inventory A.
November 1991
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Nonroid Engine and Vehicle Emisaiop Study
Chart ES-OL Comparison of Median Contributions - Inventory A & B
VOC/ A
VOC/B IMOx/A NQx/B
00 I I Utont/
GO/ A
on Tests of Mew Eng i nes
ln-Use Effects
:o/9
Under the most conservative assumptions, using the new engine EFs and choosing the
lowest estimate from Inventories A and B combined, minimum contributions by pollutant for
all cities studied were as follows: 2.9% VOC, 7,6% NO^, and 2,2% CO, It is often useful to
look at the second highest and second lowest values in the range to avoid any "outliers" that
might skew the data. For example, the second lowest contribution of VOC in any
nonattainment area studied was 4.5%, for NOS 9.7%, and foi CO 2.3%.
It its also useful to look at the nonattainment area with the second highest contribution
since Congress requires EPA to regulate nonraad engines if it finds that ntmroad engines HIT
significant conttibutora to pollution in more than one nonattainment area. Chart ES-Q2 shows,
for VOC, NOjp and CO, the level of contribution in the nonattainment area with the second
highest contribution from nonroad sources.
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Executive1
light-duty trucks, heavy-duty vehicles)- Most large sources, like motor vehicles, have
substantially seduced emissions because of regulatory requirements over the past two decades
Because many of die technologically and economically feasible reductions available from
large sources have already been realized, a number of emission control programs recently
mandated by Congress are aimed at achieving marginal inventory reductions. These
reductions are relatively small compared to past reductions taken from an uncontrolled
baseline. Since marginal reductions tend to be costly, the EPA has begun to focus on
controlling many small sources of pollution. Because nonroad engines are uncontrolled, it is
reasonable to expect that introduction of controls on sources emitting 1% of the total
inventory would at least achieve benefits in the range of many other control programs now
mandated by Congress in the CAA.
Table ES-05 shows, using the new engine EFs, the number of nonattaiiunem areas in
Inventories A and B hi which specific nonroad categories contribute at least 1% of total
inventory. Many of these areas exceed the 1% contribution by a wide margin.
Table ES-05. Number of Areas in Which Category Contributes at Least 1% of Total
Inventor? in the 19 Ozone and 16 CO Nonattairnnent Areas Studied
Nonroad Category
Lawn and Garden
Recreational Marine
Commercial Marine
Recreational Equipment
Light Commercial Equipment
Construction Equipment
Agricultural Equipment
Airport Service Equipment
.Industrial Equipment
Number of Areas > 1%
Inventory A/B
voc
19-18
17-17
1-1
2-0
2-2
11-5
l-l
0
0
NOS
0-0
2-1
10-9
0
0
19-19
12-13
12-12
13-13
CO
5-3
0
2^2
3-2
15-15
3-0
0
0
12-10
November 1991
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Nonmad Emriae and Vehicle Emission Study
Charts ES-03 through ES-Q8 show VOC, NQX, and CO emission inventories for
nonattainment areas typical of those included in the study.4* For comparison, the national
emission inventories am also shown.
The nonioad portion of each chart is based on the average between Inventories A and
B with and without adjustments for increased in-use emissions. The key at the bottom of
each page lists the other sources included in the charts.
The nonroad contribution to the summertime VOC inventory for the New York
CMSA/NECMA is greater than the combined contribution from ail highway vehicles except
light-duty gasoline vehicles. For the Philadelphia CMS A, the nonroad summertime NO*
contribution is larger than that from all heavy -duty highway vehicles. The nonroad
contribution to the wintertime CO inventory for the Denver CMSA is greater than the
combined contribution from all other sources except highway vehicles.
Nationally, the nonroad summertime VOC and NOX contributions are greater than
those from any other single source categories except solvent evaporation (VOC) and electrical
generation (NOX), The national nonroad CO contribution is greater than the combined
contributions from all highway mobile sources except light-duty vehicle*.
11 For each pollutant, tbe ma shown is that for which the oooroad portion of the inventory was nearest to the
median value for the different uft« included m the study.
jtivNovember
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Executive
Chart ES-02. Percent Contribution from Nonroad Sources in the Nonattainment Area
with the Second Highest Contribution Level
VOC/A VOC/B NOx/A NOx/ B CO/A
Pot futant/ Inventory
^•Qased on Tests of New
(—lEstlmated In-Use Effects
CO/B
Nonroad Contribution to Inventories bv Equipment Category
The individual nonroad categories contributing most heavily to the inventories vary by
pollutant. Both Inventory A and B show substantial summertime VOC emissions from
nonroad sources. These emissions art primarily from lawn and garden equipment and from
the recreational marine category- About 7,5% of the lawn and garden contribution to nomoad
VOC inventories is due to evaporative emissions from spilling fuel when refueling equipment.
The nonroad portion of total summertime NOX emissions is estimated to be about the
same, on a percentage basis, as the portion of total VOC emissions from nonroad sources. By
far the largest contributor to nonroad NOX emissions is construction equipment- [nventory A
shows in all areas studied that construction equipment contributions exceed 6% of the total
NOX inventory. Inventory B shows that in 15 of the 19 areas, NOX emissions from
construction equipment exceed 5% of the total inventory. Agricultural, industrial, airport
service, and commercial marine engines are also important contributors of NOX in some areas.
Novonber 1991
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Bkudne and Vehicle Emission Study
Unlike VOC and NOX emissions, no one category dominates the nonroad CO emission
contribution. Light commercial, lawn and garden equipment, industrial, commercial marine,
and recreational equipment categories each contribute a minimum 1.4-2.2% of total
wintertime CO in at least two areas.
Table ES-Q4 shows the contributions of the different nonroad engine and vehicle
categories to total inventories of VOC, CO, and NOX emissions. The contributions arc
expressed in percent of total emissions from alt sources. The values given are medians of the
contributions in the various nonattainmenl areas studied. These are given for both inventories
A and B, using emission factors first based on new engines and second incorporating EPA's
estimate of in-use effects. Finally, the median contribution from all nonroad engines and
vehicles is shown.
Tabk ES-04. Median Contributions of Nonroad Categories to VOC, NOX and CO
Emission Inventories A and B* with New Engine/Infuse Estimate Emission Factors
Sdiipcfr CatafgiH j
Lawn and Garden
Airport Service
Recreational
Light Commercial
Industrial
mm
Construction
Agricultural
Logging
Recreational Marine
Commercial Maine
Total Nooroad
* To*al VOC tpad
IDT. A
2.6-4.7
OJ-0,1
0,2-0,4
0.6-1,0
0.4-O5
1.0-1.1
0.2-0.2
0,0-0.0
3,4-4.0
0,1-0-1
9,1-1X6
IDT. B
2,4-4,1
0.1-0-1
0.2-0,3
0,6-1.1
0,4-0.4
0,84.8
0,3-0,2
0.0-OO
12-23
0.1-0.1
7.4-10,3
% Total NQt tpwt
IDT, \
0.2
1.1
0,0
0.2
1.7
9.7
1.6
0,0
03
0.7
17.3
IDT. B
0.2
t.2
0.0
0.2
1.3
8,4
1.7
0-01
0.2
1.0
J4J
% Total CO tpwd
In*, A
0.6- LI
0.2-0,2
0,4-0,g
2.0-3.6
1.3-1-5
0.5-0-6
0.1-0,1
0.0-0.0
0.1-0,1
0.1-0,1
5.9-9,4
In*. B
0.5-0,9
0.^0-2
0,4^0.7
2.0-3.7
1.M.4
0.4^.5
0.1-O.t
0,0-0.0
0.1-0.1
0.1-0.1
5.2-8.5
Relative Contributions of Nonroad and Other Emission Sources
One of the difficulties in improving ati quality is that & multitude of small sources
contribute to air pollution. In fact, many of what are considered "large" sources are actually
groups of smaller sources (e.g., motor vehicles are categorized into light-duty vehicles,
ui
November
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Executive Summary
Chart ES-03. National Summertime VOC Inventory
*3 C24 2*}
*3 C5
Chart ES-04, New York CMSA/NECMA Summertinw VOC Inventor;
LOST
LDGV C31 .
.•I I other 5eur<»* C3S.6S1
DSLV
Mobik Sources
LDQV - Hgts-daty juoiine vehicles
LDV - Hghtnioty vehklea
UXJT - bgbt-duiy gasoline trades
LDT - light-duty tractl
HDOV - heavy-duty gasoline vehicles
HDDV - heavy-duty diesel vebicka
DSLV - (tte«l vehicles
Area and Point Sources
Al - petroleum refining
AZ - solvent evapoiatioQ
A3 - petroleum product storagirtiansfet
A4 - electrical generation
A5 - industrial combustion
A6 - industrial processes
A7 • Teskfentii] fiieS use
November 199!
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Nonruad Enrine and VehicJeEiiiissicm Study
Chart ES-OS, National Summertime NQT Inventory
Nanrosel c-IS. 1*3
Chart ES-06, Philadelphia CMSA Summertime NOX Inventory
AM
Mrthile Somcea
LDGV - Hght-dmy gisoline vehicles
LDV - light-duty vdnd«
LDOT - light-
-------
Executive Summary
Chart ES-07. National Wintertime CO Inventor/*
Chart ES-68. Denver CMSA Wintertime CO Inventory
LQV CS7.OO
LOT C33.SK5
MoMic Sourcq
UXJV - U0it-dutr giioHoe
LDV - tight-duty wjhkle*
LDGT - Hn£f-dut7 B^*>lwr bucka
LDT
HDGV - h««vy-duty juolme vehiclei
HDDV . iMdvy-duty dk*o| vehicles
DSLV -
Are* Mid Point
Al - petnieufn
A3 - petroleum pioduct JtMlgtAran sfe c
A4 - clctmc
A? - industrial
Afr - LncLiitrial pn5cei»ts
A7 - rcmknti^l fuel UK
"Coirrctions for wintemme inocasa in CO emissioo factors were not made for either ncraioad source;
highway vdriclcs due to limitations in ominud-kvcl data.
November 1991
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Nonroad Engine jnJ Vehicle Emission Study.
nonroad sources are among the few remaining uncontrolled sources of
pollution, their emissions appear large in comparison to the emissions from sources that are
already subject to substantial emission control requirements. For example, the CAA requires
extreme ozone nonattainrnent areas to employ Reasonably Available Control Technology
(RACT) on all stationary sources with VOC or NO^ emissions above 10 tons per year (tpy).
Annual operation of only 10 crawler tractors or 24 agricultural tractors will produce 10 tpy of
NO*, Typical annual operation of only 74-142 boats with outboard motors or 730-1,630
chain saws will emit 10 tpy of VOC.*** In contrast, it takes 700 new, current-technology
passenger cars driving an average of 13,000 miles each in a year (a total of more than 9
million miles) to produce 10 tpy of VQC
Arww of Further Study
In the process of constructing the study, EPA identified a number of areas where
estimates were developed using limited data or were not developed at all because of lack of
data altogether. While enisling nonroad emission factors estimate tailpipe emissions from
relatively new engines, more work needs to be done to quantify the effects of in-use
deterioration, crankcase and evaporative emissions, toxic and particulate emissions, and
emissions under cold start conditions. Because these emissions are not totally captured by the
emission factors used in this study, the inventories presented in the study, particularly those
calculated using die new engine emission factors, are likely to be conservative estimates of
the nonroad contribution to air pollution.
'*" These numbers indicate the nuge between daU used to develop A and B national inventories,
November
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Chapter 1. Overview and Background
The cornerstone of the Gsan Ak Act (CAA) is the effort to attain and maintain
National Ambient Air Quality Standards (NAAQS).1 m Prior to the enactment of the
1990 CAA Amendments (CAAA), efforts to achieve and maintain air quality standards
focused on regulation of emissions from on-highway, area, and stationary sources. As a result
of these efforts, significant progress has been made in reducing such emissions. However,
due to the growth in air pollution sources, many air quality regions have failed to attain tKe
NAAQS, particularly those for ozone and carbon monoxide (CO).
The CAAA contain numerous provisions that aic intended to remedy these continuing
ail quality problems, through the application of new controls on currently regulated mobile
and stationary sources of emissions and the promulgation of regulations for new sources. As
part of the effort to identify and control unregulated sources of air pollution, the CAAA direct
the U.S. Environmental Protection Agency (EPA) to study contributions to aii quality from
nonroad engines*** and nonroad vehicles*'* (other dian locomotives or engines used in
locomotives) .*** This study is the result of that directive,
l.t. The Air Pollution
The CAA requires the EPA to set air quality standards for common and widespread
pollutants after preparing "criteria documents" summarizing scientific knowledge on their
health effects. Curiently, six "criteria" pollutants are regulated by primary and secondary
'" Reference citation* are indicated by a superscripted number, A list of citations can be found at the- end of
the report,
*** Section Z16(10) of the CAA, as Kneaded, defines "nonroad engine" 13 *u internal combustion en vine
(including the fuel System) that is not used in 9 motor vehicle or a vehide used SOJeiy for competition, or that is riot
subject to standard* promulgated under section 111 (new stationary sources) or section 202 (motor vehicles! <>f the
CAA, As defined in section 216(2) of the CAA, "motor vehicle" means any self-propelled vehicle designed for
transporting ptrjom or property on a. street or highway.
*** Section 216(11) of the CAA, u amended, defines 'nonroad vthide" as a vehicle thai is powcmi by A
Ddtuoad engine and that u not a motor vehicle or a vehicle used solely for competition,
£££ Emissions from locomotives and new engines used in locomotives are being addressed in a separate £iwi>.
as rttptiied under section 2lKiX5) of tfae CAA, as amended,
November 1991
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Ngnjpid Enftioe and VtbJcfe Emission Study
NAAQS, **** As of 1989, over one-half of the population of the United States was still
exposed to levels of these pollutants which were considered unhealthful by EPA.
Based on air quality data front 1988- I9S9, more than 33 million people resided in the
41 areas that failed to meet the NAAQQS for CO.2 An area is considered to have failed to
attain the NAAQS for CO if it exceeds 9 parts per million (ppm) two or more times in a two
yew period. Carbon monoxide, formed as a result of the incomplete combustion of fuel, Ls
emitted during the combustion process.
In contrast to CO, ozone is formed in the atmosphere as a result of a complex series
of chemical reactions between oxides of nitrogen (NOX) and volatile organic compounds
(VOCs), In most urban nonattainment areas, both NOX and VOCs must be substantially
reduced to bring the area into attainment of the ozone standard. Further, since airborne ozone
and NOX, and possibly VOCs, can be transported from one area to another, attainment of the
ozone standard in some areas may require control of NOX and VOC emissions in upwind
regions.
An area is in nonattainment for ozone if it exceeds 0.12 ppm more than three times in
a three year period. In 1987-1989, 96 U.S. cities exceeded the standard for ozone, Of these
cities, nine were classified as "severely" polluted, expcricndnf peak ozone levels that
exceeded the standard by 50 percent or more. Based on 1989 air quality data, over 66
million people lived in counties not meeting the ozone standard/ Appendix B contains a
description of ozone formation and a bibliography of the literature on ozone. A list of carbon
monoxide and ozone nonattainment areas can be found in Appendix C.
As with CO and ozone, many areas are in nonattainment for paniculate matter (PM).
At the time the CAAA were enacted, 73 aieas failed to meet the NAAQS for PM Over 28
million people lived in areas not meeting the paniculate standard in 1989,4 ttf*
In addition to problems associated with nonattainment of the NAAQS, EPA is
concerned with the health risks associated with air toxics. Most air toxics are hydrocarbon
compounds capable of causing adverse health effects. Benzene, formaldehyde, and 1.3-
NAAQS have been established for partkulate matter (PM), sulfur diojixfe (SOi>, otrbon monoxide
nitrogen dioxide (NOj, ozone, and lead.
mt The estimate for paniculate matter is considered i lower bound estimate, because the PMW monitoring
network is still evolving.
November
-------
Overview and
butadiene are emitted by motor vehicles and are considered to be human or probable human
carcinogens. Some air toxics, such as benzene, are components of gasoline and can be
emitted as unbumed fuel of as fuel that evaporates. Other air toxics, such, as formaldehyde.
which results from the same reactions that form ozone, and 1,3-butadiene, are not present in
fuel, but are by-producta of incomplete combustion, A summary of cancer risk estimates
associated with motor vehicle pollutants of most concern can be found in Appendix C.
1.2. Congressional Mandate and Scop* of Study
Section 213(a) of the CAA, as amended, directs EPA to conduct a study of emissions
from nonroad engines and vehicles and to determine if such emissions cause, or significantly
contribute to, air pollution which may reasonably be anticipated to endanger public health or
welfare, Within 12 months after the completion of the study, the Administrator of EPA must
determine whether the emissions of CO, NQX, and VOCs from such new or existing engines
or vehicles are significant contributors to ozone or CO concentrations in more than one area
which has failed to attain the NAAQS for ozone or CO, If an affirmative determination is
made, the Administrator is required to promulgate regulations containing standards applicable
to emissions from those classes or categories of new nonroad engines and vehicles which in
the Administrator's judgment cause, or contribute to, such air pollution.
This study is the result of the directive in section 213(a) that EPA conduct a study of
nonroad emissions. The study quantifies, dirough the use of nonroad equipment emission
inventories, the contributions of nonroad sources to air quality problems. The study does not
make a determination of the significance of emissions from nonroad sources. Such a
determination will be included as part of any regulations promulgated for nonroad engines
and vehicles.
1.3. Nonroad Equipment gqtegories Included in the Study
EPA considered over SO different types of equipment in this analysis. To ease
analysis and reporting and to assist the disaggregation of national or state equipment
populations to the local level, EPA grouped the equipment types into the 10 equipment
Novanbw 1991
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Ermine and Vehicte Emission. Study
categories listed in Table i-QL Additional information on these equipment types and
equipment categories can be found in Chapter 2. It should be noted that these categories
were developed only for use in this study and are not blended to represent potential
regulatory categories. Aircraft and locomotives wens not included in this study.****
Tabl* I.Ql. Equipment Categories Included in Study
Categories
Lawn and Garden Equipment
Airport Service Equipment
Recreational Equipment
Recreational Marine Equipment
Light Commercial Equipment
Industrial Equipment
Construction Equipment
Agricultural Equipment
Logging Equipment
Commercial Marine Vessels
1.4. PoUutaPts Conaidmd in the Study
Although numerous pollutants have the potential to meet the criteria set forth in the
CAAA for inclusion in the study, EPA chose to limit the number of pollutants examined in
this study to those listed in Table 1-02.
****Aiicnft arc alieady rcgulated unita i aeptnte subput of toe Clean Air Act and, betwe, at no* classified as
ncmioad engines or vehicles. Locomotives were speoflcady excluded Gram inclusion by Congress in the CAAA
November
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Overview aad Background
Table 1-02, Pollutants Included in Study
Pollutants
Volatile Organic Compounds (VOCs)
Ojtiiks of Nitrogen (NO*)
Carbon Monoxide (CO)
Participate Matter (PM)
Sulfur Dioxide (SO,)
Benzene
Aldehydes
1,3 -butadiene
Gasoline Vapors
Nitrosamines
Section 2l3(a) of the CAA, as amended, requires that VOCs, CO, and NQX be
included in the nonroad study. Of the thrt* other NAAQS criteria pollutants (PM, SO2 and
lead), EPA chow to include PM and SOlf since botfi are currently regulated for on-highway
sources and have been identified as contributing to aii quality conditions that are dangerous to
public health or welfare. The last criteria pollutant, lead, although highly toxic, was nor
included in the study because the CAAA prohibit the production of motor vehicle engines and
nonroad engines that require leaded gasoline after model year 1992.
Nonroad sources also emit other pollutants commonly referred to as air toxics, which
include carcinogens, mutagens, and reproductive toxins. Currently, little infoimatlon exists
regarding air toxic emissions from nonroad engines and vehicles or the health effects of such
emissions. Moreover, none of these pollutants from on-highway sources have been regulated
on the basts of carcinogenicity.
EPA's authority to include air toxics in this study is derived from section 2l3(a)(4} of
the CAA, In determining which air toxics to examine. EPA considered three sources of
information: compounds suggested by contractors which show the greatest cancer incidences
and other risks/ pollutants to be included in EPA's CAA-mandated study of mobile
source-related air toxics, and those pollutants emitted from nonroad sources which are found
in Title in of the CAA, After reviewing the availability of data and the cancer risk
-------
incidences, EPA chose to address the following air toxics in this study: benzene; aldehydes:
1,3-butadkne; gasoline vapors; and nitrosamines. Appendix D contains a Listing of the air
toxics considered in this study.
j.j. Geographic Areas Considered id tb* Study
In determining which geographic areas to include in the study, EPA decided to focus
on the 24 areas, listed in Table 1-03, which failed to attain the NAAQS for either ozone, CO,
or both. Nineteen of the areas were evaluated for VOCs and NO^, and 16 areas for CO. A
primary reason for selecting these areas is the severity of their local air quality problems,
EPA also believes these areas are representative of other urban areas with air pollution
problems due to their diverse geographic and demographic characteristics.
Table 1*03. Geographic Areas Included In Study
Nonattaiimttdt Areas
Atlanta, GA MSA
Baltimore, MD MSA
Baton Rouge, LA MSA
BostofrLjpneoee^afcm-LoweU-Btocfcton, MA NECMA
Chkago-Gaiy-Lafce County IL-IN-WI CMSA
Oeveiand-AkrwhLottta, OH CMSA
Denver-Boulder, CO CMSA
El Paso, TX MSA
Hartfonlii basins an defined for tbe putpoies of (his study as in the 1990 version of the 19«7 emission
prepared by tbe California Air Rejoufcea Botud (CARB) for tbe Slat* of California,
November
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Overview and Background
1.6. Publk Participation
EPA recognizes that involvement by the manufacturing and environmental
communities is essential in ensuring the effective implementation and enforcement of any
policies and regulations which may be developed, Therefore^ throughout die nomoad engine
and vehicle study process, EPA actively solicited information and comment from interested
parties. The information supplied by these parties enabled EPA to use the best available data
in developing estimates of the contribution of nomoad engines to air quality problems.
A public workshop was held on April 3-4, 1991, with OVBJT 200 persons in attendance,
The purpose of the workshop was to discuss the nonroad engine and vehicle study and the
Agency's regulatory process. Presentations were made by EPA, state agency representatives,
and industry representatives,***** EPA requested that manufacturers submit population
inventory and emission data for the nonroad equipment to be considered in the study. In
addition, a briefing for environmental groups on general air quality issues held in Washington,
D.C., on May 14, 1991, included a presentation on the nomoad study,
Fallowing the public workshop, EPA held individual meetings with a number of
manufacturers and manufacturer groups, including; Outdoor Power and Equipment Institute
(OPEI), Industrial Track Association (ITA), Engine Manufacturers Association (EMA), the
Equipment Manufacturers Institute (EMI), Portable Power Equipment Manufacturers
Association (PPEMA), John Deere Company, National Marine Manufacturers Association
(NMMA), Manufacturers of Emission Controls Association (MECA), Ford Motor Company,
Ford/New Holland, and Tecumseh Products Company. At these meetings., manufacturers
provided EPA with up-to-date information which assisted EPA in the development of the
inventories in the study. Association descriptions and membership lists are in Append!* E,
An informal external technical review group, composed of representatives from a
variety of manufacturer associations and state agencies, was convened by EPA to provide
technical review and feedback throughout the development of the study. The review group
provided informal feedback on the nonroad population inventory methodology, emission
factors, and per-source usage rates for the study. A complete list of the Technical Review
Croup members is included in Appendix F.
""* PrtuertatioD material! and other commrms aie available for public review in Docket
November 1991
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Vehide EmissionStudy
EPA published a draft of this report for public review in October 1991, and held a
public meeting on the nonroad study on October 30, 199L This report reflects EPA's
consideration of comments received on the draft report. A discussion of EPA's response to
public comments is found in Appendix Q.
November 1991
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Chapter 2. Methods and Approach
The goal of the EPA Nonroad Engine and Vehicle Emission Study was to develop an
inventory of nonroad engine and vehicle emissions within the Congress ionally mandated time
period. To achieve this goal, EPA used the limited data that was available. Where feasible.
these data were updated or new data were developed.
In developing emission inventories for nonroad engines, EPA found thai comparisons
between existing data were not always direct or easy. One of the biggest challenges was to
find a way to present, compare, and analyze data from a variety of sources. Given the
number of types of engines and equipment included in the study, and the amount of data
available that characterized emissions from nonroad sources, EPA chose to construct two sets
of inventories, both of which are presented in this report.
In the first set of inventories (Inventory A), EPA incorporated commercially and
publicly available data so that the method of inventory construction could be repeated by
interested states. The second set of inventories (Inventory B> incorporated industry-provided
data that might not be publicly available to states (e.g., confidential sales data to estimate
populations) but which provided EPA with a means of validating the first set of inventories,
A discussion of the methodology and data used for both inventories is presented later in this
chapter, Each inventory is based, at least in part, on specific data sources:
Inventory A relics primarily on data provided by contractor
studies; in particular, on population and per-source usage rate
data derived from recent work contracted by EPA for this study,
For moat categories of equipment, populations are drawn from a
commercially available market research data base. Inventory A
also includes some data supplied by states and manufacturers.
Inventory B incorporates population and per-source usage rate
data supplied to EPA by manufacturers and manufacturer
associations. For most categories, population estimates were
supplied by the manufacturers or are derived from confidential
sales data provided by manufacturers. Where gaps existed, data
from Inventory A were used, so that a complete inventory could
be developed.
November 1991
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Nonroad Ed^"* «"H Vahicle Emission Study
The study also considers a third set of inventories, Inventory C, which is based on
data developed by individual states for their 1987 State Implementation Plans (SIPs).tt11t
At the time the study was initiated, SIPs provided the most comprehensive source of nonroad
engine and vehicle emission data. Each SIP contains a state-developed inventory which
considered population and per-souice usage rate estimates- However, two factors restricted
the ability of EPA to utilize this inventory as a basis of comparison with Inventories A and B.
First, the SIPs considered a limited number of nonroad equipment types. Second, a
substantial amount of new data on nonroad sources was developed after the states constructed
their 1987 draft inventories. Nevertheless, the SIPs stiil constitute a valuable point of
reference. Further discussion of this inventory is found in Appendix G.
2.1. Structure of Emission Inventories
Emission inventories are detailed listings of the amount of pollution generated by
different sources in an aica during a specific period of time and are used to account for the
various sources of different air pollutants. For example, a CO emission inventory might
appear as shown in Table 2-01,
Table 2-01. Sample CO Emission Inventory.
Source
Light-Duty Highway Vehicles
Other Highway Vehicles
Nonroad Mobile Sources
Other Area and Point Sources
Total (All Sources)
1987 tp**
400
200
300
100
1000
* tons per year
mn
Title [ of tfc* CAA lequtm states to develop plans to demonstrate how tfjey iaend to meet the NAAQS.
November
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Methods and
In developing emission inventories for nonroad engines and vehicles, EPA used the
following formula to calculate emissions from most nonroad sources*****:
Mt = N x HBS x HP x LF x EFt
where:
M, = mass of emissions of i"1 poilutant during inventory period
N = source population (units)
HRS = annual hours of use
HP = average rated horsepower
LF = typical load factor
EFt ~ average emissions of i* pollutant per unit of use
while applying emission factors appropriate to corresponding engine types,
EPA developed the ten equipment categories listed in Table 2-02. The primary
purpose of equipment categories is to simplify the distribution of equipment populations and
annual usage to the local nonattainment area level Over SO different types of equipment
were considered in this analysis, many of which are highly specialized arid have low sales
'""Note that EPA used grams/hour emission factors for moat recitation*! equipment and grans/gallon of fuel
for itcreational and commercial marine eqoipntevt
1991
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Nonioad Eptft* and Vehicle Emission Study
volumes, EPA recognizes that many of the 80 equipment types, such as chain saws,
generator sets, forklifts, and crawler tractors, are used in more than one industry or
application (e.g., farming, construction, general industry or recreation) and that, consequently,
the ten equipment categories are not mutually exclusive with respect to equipment type.
Nevertheless, the definition of the ten categories is consistent with the methodology used to
distribute equipment populations geographically and to estimate activity levels, and so it is
considered to be valid for that purpose. Equipment types used for similar purposes were
grouped into categories and a methodology was developed for distributing state or national
population data to the local level for each equipment category. While these categories were
used for distributing population data, activity levels were developed for each equipment type.
Grouping equipment types into categories also provides a convenient means of reporting the
results in a format which is more readily understood,"*** A detailed list of equipment
types included in each equipment category is found in Appendix H.
Table 2-42. Nonroad Mobile Scarce Equipment Categories.
Equipment Category
Examples of Included Types of Equipnttot
Lawn and Garden
Airport Service
Recreational
Recreational Marine
Light Commercial
Industrial
Construction
Agricultural
Logging
Commercial Marine
lawnmowers, snow blowers, trimmers, tillers, chain saws < 4 hp
aircraft and baggage towing tractors, airport service vehicles
ATVs, off-road motorcycles, golf carts, snowmobiles
inboard and outboard recreational boats
air and gas compressors, welders, generator sets, pumps
aerial lifts, foddifts, self-propelled elevating platforms, sweepers
asphalt pavers, rollers, scrapers, rubber-tired dozers
agricultural tractors, combines, balers, harvesters
chain saws > 4 hp, delimbers, log skiddera
harbor vessels, fishing vessels, ocean-going commercial vessels
IHH These categories arc nntber definitions of "faint equipnvem" or "constmcboa equipment" (terms that will
be defined by EPA in a tutuit nUeiuating) nor necessarily appnjpriaie foe (be classification of oe« nonroad engines
and new nonfood vehicles for wkticb regulations may be promulgated under section 213 or 2l3(aHAl of the
CAA.
12
November
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Methods aaJ
For the categories in Table 2-02, EPA developed separate emission factors for
equipment types using dieael, gasoline 4-stroke, and 2-stroke and LPG engines where
appropriate, A detailed discussion of the development of emission factors is contained in
Appendix I.
2.3. Development of Emission Factors
A key element necessary to determine emission inventories for nonroad sources is the
emission factor. An emission factor is the average emission rate when a vehicle or unit of
equipment is operated in an average manner. Emission factors are commonly mass-based and
expressed in units of mass per unit of work (e.g., grams per horsepower hour), mass per unit
of fuel consumed, or, in the case of on-highway vehicles, mass per mile traveled.
For this study, Inventories A and B were calculated with a common set of emission
factors, except for diesel paniculate emission factors, which ace different for the two
inventories, A list of the emission factors selected by EPA is presented in "2,7. Comparison
of Data Used in Inventories A and B." Emission factors for Inventory C required special
aggregation to be compatible with SIP guidance.
EPA used data available from past studies and testing, as well as new information
supplied by the engine manufacturers, to develop emission factors for tailpipe exhaust,
refueling, evaporative, and crankcase emissions ,£££££ Appcndut I describes the various
methodologies used to detexrnine and select die most appropriate emission factors for each
type of equipment. The emission factors developed for this study were reviewed by the
technical review group.
The test data on which the emission factors are based consist almost exclusively of
tests on new engines. While more testing needs to be completed before in-use emissions can
be fully characterized, EPA believes thai inventories incorporating emission factors based
1 EPA contracted with Soitfhwesi Research Institute (SwRl) to perform a study to recommend eategoriiauon
of noaroad sources and due best available exhaust emission factors for nonroad sources, SwRJ completed [his i;uk
in two pans. The first part focused on emission factors for VOC, CO. and NO^, while tfae second pan focused cm
paniculate matter and tfr toxic emission factors. The final reports, "Non-Road Emianoo Factors Interim Report
and "Non-Road Emission Factors of Air Tones" cm be found in tfae public docket
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n* and Vehicle Emission Study
solely on new engine data would grossly understate the contribution of nonroad engines to air
pollution. Therefore, to estimate the magnitude of the effect of in-use emissions, which
includes engine malfunctions, improper maintenance, and engine wear, EPA also developed a
second set of emission factors that takes into account these effects.
Two sources of data were used to estimate in-use adjustment factors. One source was
recent testing of in-use small utility engines performed by Southwest Research Institute
(SwRI) under contract by EPA, The limited testing that has been done thus far suggests that
in-use emissions could be 2 times higher, for some engines, than the emission factors based
on new engines. The second source of data was a joint Engine Manufacturers Association
(EMA)/EPA program conducted in 1983 which developed in-use emission factors for heavy-
duty diesel and heavy-duty gasoline engines. The data obtained from this program suggests
that, while in-use impacts art minimal for pre-controlled diesel engine emissions (i.e., diesel
engine emissions do not increase with mileage/hours of operation), heavy-duty gasoline
engine emissions: increase with in-use operation. A detailed discussion of the in-use
adjustments to emission factors is contained in Appendix I. Inventories A and B were
calculated using both the new engine emission factors and the in-use emission factors. The
results are presented so that the reader can cteariy distinguish the estimated in-use portion of
each inventory.
Another issue which is necessary to consider In the assessment of the magnitude of
emission rates for nonroad equipment is whether the test cycle is representative of infuse
operation. There is an ongoing debate regarding the appropriateness of using a steady state or
a transient test cycle for testing the emissions of nonroad engines. This is an important issue,
since measured emissions of most pollutants, especially particulate matter (PM), are sensitive
to the test cycle. For instance, a steady state cycle used on a piece of equipment that
experiences transient operation in-use may misrepresent the level of in-use emissions. EPA
adjusted the PM, CO, and VOC emission factors which were developed using steady state
procedures to account for in-use transient operation for those equipment types expected to
encounter such operation. The equipment types that were adjusted are indicated by
Footnote "a" in Table 2-Q7a. The adjustments were only made to diesel engines since the
only data available was on diesel engines, A more detailed discussion of these adjustments
for transient operation is contained in Appendix I.
November I99J
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Methods, and Approach
2.4. Development of Activity Levels for Inventor? A
Due to limitations in the existing guidance for developing emission inventories for
nonroad mobile sources, EPA contracted to develop improved methodologies for all nonroad
sources. The equipment populations, annual hours of use:, average horsepower ratings, and
load factors used in Inventory A are primarily based on a market research data base
commercially available though Power Systems Research (PSR). This data base is continually
updated through surveys of equipment manufacturers and end users. For the study,
population data were disaggregated to individual nonattainment areas using commonly
available economic indicators and census data. The emissions analysis for
commercial marine vessels was handled separately from other categories of
equipment/tfttt as discussed in Section 2.8.
The development of emission inventories for recreational boats relied on local
registrations of pleasure craft. Because boats are often used1 outside areas where they are
registered, adjustments to registration data were made based on a survey of boat owners in
eight nonattainjnenf areas conducted by Lrwin Broh and Associates, Inc. for the National
Marine Manufacturers Association (NMMA).*5 Annual fuel consumption from the same
survey was also used in calculating recreational boat emissions.
While relying primarily on contractor input, EPA also used other data and information
in calculating Inventory A. Documentation of adjustments- to the contractor data are
contained in Appendix K- Documentation of adjustments to the data to reflect variations in
usage patterns by region of the country and season of the year is contained in Appendix L.
Summaries of the data used to develop Inventory A are presented in "2,7, Comparison of
Data Used in Inventories A and B," with more detailed information presented in Appendix M.
"""" The methodology is documented in the Energy and Environment*! Analysis final report
"Methodology to Estimate Nommd Equipment Populations by Koojutaimnei* Areas." available for review
Docket #A-91-24,
This is due to the fact that Ifae typed Of commercial marine vessels arc not as diverse u ether HUTU-CM ,j
categories, and to the fact that reconto of specific levels and type* of vessel activities are more readily
November 1991
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and Vehicle Emission Study
2.5. Development of Activitr Leveb for Inventor^ B
In developing emission inventories for Inventory B, EPA incorporated data submitted
by the following manufacturers and associations:
* Outdoor Power Equipment Institute - nonhandheld lawn and garden equipment
Portable Power Equipment Manufacturers Association - handheld lawn and
garden equipment
Industrial Truck Association - forklifts
* Equipment Manufacturers Institute - agricultural and construction equipment
* National Marine Manufacturers Association - recreational marine equipment
• International Snowmobile Industry Association - snowmobiles
• Motorcycle Industry Council - ATVs, off-road motorcycles
Some of the equipment populations used in Inventory B were based on confidential
sales data that are not commercially available. Where gaps existed, EPA used data from
Inventory A; however, fot most high volume categories the data used in Inventory B were
submitted by manufacturers.
In some cases, it was necessary to adjust the data provided by manufacturers for use in
constructing Inventory B, The use of and adjustment to manufacturer data is documented in
Appendix N. EPA made seasonal adjustments to data in Inventory B similar to those made
for Inventory AT as documented in Appendix L~ In cases where manufacturers only supplied
annual hours of use at the national level, these hours of use were used for all areas without
regional adjustments. Summaries of the data used to develop Inventory B are presented in
"2.7. Comparison of Data Used in Inventories A and B," More detailed information is
presented in Appendix Q,
EPA made some adjustments to the data used to construct Inventories A and B for this
final report in response to public comments on the October draft study report. The most
significant adjustments to Inventory B data impacting inventory results included revisions to
the recreational marine inventory methodology, revisions to annual hours of use for
16 November
-------
Methods and Approach
lawnmowers, revisions to die methodology for distributing handheld equipment (trimmers,
blowers, and chain saws) to the local level, revisions to population estimates for agricultural
tractors and combines, and emission factors for outboard motors and cranktase emission from
lawn and garden equipment. Some of these adjustment were also made to Inventory A, but
with less impact on overall inventory results. A summary of the comments received to the
October draft is in Appendix Q,
Charts 2-01 and 2-02 depict the results from Inventory A and Inventory B before and
after adjustments were made to the draft results. Each chart shows the median local nonroad
contributions to total VOC, NOX, and CO inventories.
Chart Z-OL M«dbui Contributions •• Draft Inventory A and B
15 -
c
0
L
t-i
c
o
o
fl
o
c
- 0
a
VOC/A VOC/a NQx/A NOx/B CO/A
PoI Ijtant/ Irventory
CO/B
(Based on Tests of7 New Engines
LJEst rmated 'n-use
November 1991
-------
Erfline and Vehicle Etnisaiod Study
Chart 2-01, Median Contributions — Final Inventor; A and B
r-\
fl
^
C
O
u
o
L
O
I
-TO -
VOC/A VOC/9 NQx/A NOx/B CO/ A
Pol lutant/ inventory
"•Based on Tests of New Eng f
l__l Estimated In-Use Effects
CO/ B
2.7. Comarison of Data Ustd i nTeflt
-------
Methods and Approach
Table 2-03. Inventor; A and B National Population Estimates
LHUON
I.'. A
3, 2 13.SIJ
1T.T51.0W
UftSJH
1,314, in?
a
i*Hf
IT.W
HP.SH
11.JB
-181.H1
141TJ7H
4T91.CCO
IT.*!
lW
Ml.™
It*,™
tH
Jjft
All Ttfl^l V
(ATVil
IJJ.T"
43J4H
1TT.TT?
11, no
lll.ft
TWJW
3J4*
tijnt
TJ.MJ
"5,1*4
1*1. ut
JL373
J.UI.A77
+1,110
Air
t < A ^
IH.11*
39U*
*.*«
tun
JJffI
41,04*
100 i55
11,3
: 1,791
JJM
Uft
November 1991
-------
Nonfood Emrifle and Vebdcle Emission Study
Table 2-03 (Continued)
<3tm
I.V9
ZJU
I4T.333
5J11
kdlw
42, KO
tlJW
27*,*!)
5 8, HJ
ID.3I4
JT.tW
IJH
(LMi
*,««
»*.!*
Zjil
**«*
TJW
I.CW7
UJ*
u.in
U.133
3JI?
2TJ.H1
W.W
IM.tB
IKUH4
UD.AH
JH.921
tl,t*7
I.ID3
I19TB
UJ01
l.mt
II.+13
3 If
1W.IOI
I2.W
u**
»J*«1
IT.4M
IU4
J1.TTJ
JOBJT!
njn
Key:
1 = Lawn and Garden
2 = Airport Service
3 = Recreational Equipmen
4 * Recreabonal Marine
5 » Ugbt Commercial
6 = industrial
7 -Construction
& » Agncdturai
9 « Logging
November
-------
and Approach
Table 2-04. Inventory A and B Average Rated Horsepower Estimates
ClUi
1
t
1
!
1
t
L
1
1
1
1
1
1
I
1
1
I
J
J
J
t
t
4
4
4
4
4
J
}
S
i
I
J
*
*
4
«
fl
T
T
T
T
7
1
T
T
Himpmr
&PV— .(TTF*
Triinnvn^^n/Bmii CvAn
Liwranimf t
lf*f Bbwwrt/V*tu*mt
R™ Ermine HH|n( Monn
ft^rtMo**1»
CUl 3*«" <4be
Shrtddm yi"
All Ttemhi VtHefa. (ATVp)
MtniUfc—
OfMtiMl Mw*™wW
Off If Cntt
Siw-m**-
SpvcWtr Vrijcb. (irt
" — •- -r- — • m.
TJ^-^J. V^nudll^H^ Ik^^^ifl
Mfe* Ant^r U*_d
Bijta
S*A«I ABlhir OMbwri
Bb^H
»WArSA < JO tip
P-mp < JO Tip
AkCcnpiwn < JO lip
Gu Conpnxcn < ft>f
Wrlirt < H !*
PIL— *< W«tan < H |^
AflfM Uh
A4Ulh
an^ip^Liiiinii
Oh* Omni [ndutM
EqtdfoM
OtaM-wWK^pfci
AMphMhFmn
y*n*pn •!R*W^^'
Plata C-mLif*i-HJi
C44KfAl P*vin
Kelhn
•SfPI^M-l-t
Pivta| Oqu|pfi«nt
Strffccbn D^»tfiTWl
Dfc*ri
(A. A
!«A
NA
MA
1T.O
NA
NA
NA
NA
i«J>
HJ)
KA
w.o
PTA
t*.o
i?ijff
94.0
NA
ffA
NA
HA
HA
HA
FA
NA
NA
HA
HA
ita
na
TT.fl
NA
JJ.D
11.0
«JO
0,0
«JO
107 JO
II1JQ
91.0
NA
t.d
IJOJJ
»JO
11IJ3
W.O
KA
DkMl
br.B
HA
NA
NA
10.1
NA
r NA
NA
NA
D.J
M.O
NA
99JO
NA
(S.O
LJT.O
«,:
NA
HA
HA
HA
NA
HA
WA
HA
NA
NA
NA
HD
13.6
3TJO
HA
M.0~|
it.O
JI.O
SJ.O
?7.0
LffTJ
illJO
T!A
HA
*j()
TJ.fl
W.O
MD.D
».o
MA
LPWCHG
IBT, A
NA
NA
KA
HA
NA
.NA
NA
HA
HA
HA
NA
NA
NA
NA
HA
•M
NA
NA
NA
NA
NA
NA
NA
NA
NA
HA
NA
NA
TJO
NA
HUD
NA
NA
3fl.O
eio
390
NA
NA
KA
*A
NA
NA
NA
HA
HA
NA
LFQ/CNQ
t«f.*
NA
NA
NA
KA
NA
HA
NA
HA
HA
HA
NA
NA
NA
NA
NA
no
HA
NA
NA
NA
HA
HA
NA
KA
NA
HA
HA
HA
10
NA
*MJ
NA
NA
«,u
no
34.0
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
4-tjtb f»
far. A
Ifl
40
^f^
».o
HD
,NA
ij(t
**
ti,a
j.fl
«.o
iSJ.Cv
IJ.O
JJ&
4*J0
suo
NA
NA
HA
MA
NA
NA
NA
NA
NA
HA
HA
llfl
T.fl
9J3
HA
1»JB
™
J6.0
610
».o
I9.C
51.4
310
1.0
S.P
HA
1T.5
HA
TJf
1.0
4-cr4,|»
b*. B
1 J
JB
1.0
10.1
13-J
NA
4.0
ij
n.s
5JO
5,t
*U(t
M,4
JJJ
«,C
SiO
NA
HA
NA
NA
NA
NA
HA
HA
HA
HA
U
11.0
TJO
*fl
NA
14.4
7A
36.0
610
3?JO
19J
11.0
NA
j,n
so
NA
NA
NA
7.P
(.0
l-qrri. pi
br.A
1.0
4fl
1.0
NA
NA
Jfl
4.0
4..0
NA
NA
A.O
NA
NA
J.fl
NA
NA
NA
NA
NA
NA1
Z«Jl
NA
MA
NA
NA
NA
NA
1 1.0
NA
NA
NA
WA
NA
NA
NA
HA
1?.D
HA
i^Elt gll
In* B
I..1
If)
^.•n
NA
M
*;
j(?
4.J
NA
NA
iH
N*
NA
JO
NA
>A
NA
NA
M,*
NA
llf.O'
N'A
r^ji
VA
NA
NA
flf!
' I ••'
VA
NA
NA
SA
VA ;
^A
•J*
•SA i
I-JI.I
NA
NA -^-S
Jrt
1fl
NA
SA
NA
tn
NA
1 ••
; •
N.\
•>^
S .-,
• •
'. \
Novcmbn 1991
-------
and Vehicle Emission Study
1
1
Table 2-04 (Continued)
a—
7
7
7
T
T
7
7
7
7
^^^^^^
7
^^^^^^
T
7
T
7
7
T
1
1
T
1
*
1
t
1
1
I
s
«
1
9
t
9
*
*;£r^
SipttJ BHffwV-
TiuEPuliti'f
zHiWi^llI K^P1
bctntofi
CDncT«wflitd*«H.| s™
C J(p
SM<«*
HJ*J PWpm Udta
Onvf Afncvpwrvl ™^T"^**
Chrin ItWt > 4 1^
3h«Wn >3I*
5kkUn
E^lh^hntbin
DlMtl
1*T, A
*fl
«,5
109,0
HJH
3*JO
11.0
i**j&
ra*
4»JO
117 it
91.0
IJ»0
?»fl
T7.&
15T.O
4tO
114JO
UJ
161 JO
NA
Mfl
HA
in*
910
T4JO
TJO
79JO
3S.4
I7.D
HA
HA
t»fl
t«J
Blnfl
t«T, B
*JO
1T.O
309.0
143 fl
»*
11-0
lJ*fl
1*7,0
6»B
I37J
M.O
[73 JO
IttJD
71-0
IJ*JO
U.O
114JJ
13,5
LflLJ?
HA
7M
HA
JJto
no
M.O
TJt
rtjt
U-O
rrj
NA
NA
131 B
IB*
LJpGfCWC
TUT. A
NA
MA
NA
NA
NA
NA
HA
HA
NA
HA
NA
NA
NA
NA
HA
NA
NA
HA
HA
NA
NA
HA
HA
HA
HA
NA
NA
NA
NA
NA
NA
HA
NA
r L^7G
NA
MA
HA
HA
NA
NA
NA
NA
NA
HA
NA
NA
NA
HA
HA
NA
MA
NA
NA
HA
NA
NA
HA
NA
NA
HA
HA
NA
NA
HA
r NA
NA
NA
bit, A
SO
11.0
J4-0
«o-0
11,0
7.D
ssjo
NA
NA
50.0
SI.O
*T,0
HA
63 J)
NA
3J.O
NA
JJ>
IJDJD
70
fJJ)
lt.0
131.0
14,0
HA
Tfl
l«fl
14X1
iia
NA
tJO
NA
NA
[». ft
t.o
ZT.D
J4-D
NA
li.O
1J>
5J.O
HA
NA
600
s±_o
NA
NA
NA
NA
NA
NA
fx>
1»J>
7,0
u.o
tijol
!31,0
U.O
NA
i-*
IIMJO
1*JO
IJjO
HA
SB
NA
HA
!•*. A
NA
HA
J4JO
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
HA
HA
NA
HA
NA
NA~1
NA
NA
HA
NA
NA
NA
NA
NA
NA
HA
#0
NA
HA
NA
2-ffcV J*t
!.l D
NA |
NA
34,0
NA
NA
NA
NA
XA
NA
NA
^A
NA
NA
NA
NA
NA
NA
NA
NA
HA
NA
NA
NA
NA
NA
NA
NA
HA
NA
6.*
NA
NA
NA
MA-H*ipplta**
Key:
1 ™ Lawn and Gaiden 4, « Recreational MaroK T 3 Construction
2 3 Airport Service 5 * Ligtt ComnxKul 8 » Agricultural
3 = Recreational Equipment 6 - Industrial 9 * Loaajni
NA « No) applicable
22
November
-------
Meib.q4s and Approach
Table 2-05. Inventory A and B Typical Operating Load Factor Estimates
Clw»
!
I
1
1
1
1
J
!
1
1
!
1
1
1
1
:
J
i
i
3
J
3
4
4
4
4
4
S
J
t
1
s
s
6
&
t
4
A
1
7
7
^
1
-f
7
7
i£E£.
IVimnnrfdp^Bwh C^Uf.
L.»mii(*«l
Lt*r Btowcn/V«in«w
Heir &i|>Be Kidhig M«w*n
F™!!*.™.
LTmin S«m < 4 hp
ShnttiH O IT
tilhn hp
AirCaufnifon t»hp
G. C«rw«* * » 1*
Wabfcn < 30 kf
fi^mtot WHtan < 30 kf
A_hJLMt
fWJt*
CxhirGwnJ [HfartrU
Oftp- MtmrW Hndkit
Bqulpmim
AMftmtiftftn
T-^i^^tU™™,
PlrtCmp-tor.
Rstkn
Scnpm
hvti! Eq.ip™nc
5nrhin( B^.ij-rmt
I*T, A
NA
NA
NA
J**
NA
NA
NA
NA
40*
JO*
NA
17*
NA
»*
II*
(2*
HA
HA
HA
HA
HA
HA
HA
NA
NA
HA
NA
7**
74*
41*
HA
43*
30*
4C*
30%
6**
Jl*
**
51%
NA
*J*
41*
3**
11*
33*
NA
Dhwl
lar-B
HA
NA
NA
3«%
NA
HA
HA
HA
M»
50*
HA
37»
|>JA_
50*
!!*
n*
NA
NA
NA
NA
NA
HA
HA
NA
NA
HA
HA
7**
74*
4t*
HA
43*
30*
JS*
30*
«*
Jl»
3**
ifi*
NA
43*
w*
JM
«M
51*
NA
far- A
HA
NA
NA
HA
HA
HA
NA
NA
NA
NA
NA
HA
NA
NA
NA
TW
HA
NA
NA
NA
NA
NA
NA
HA
HA
NA
HA
NA
w*
HA
A*
NA
NA
4**
3D*
n»
HA
NA
NA
NA
NA
NA
NA
HA
HA
HA
1^CT5
NA
NA
NA
HA
HA
NA
HA
NA
NA
NA
HA
NA
HA
HA
HA
7B*
HA
HA
NA
NA
NA
NA
NA
NA
HA
HA
HA
SA
w*
NA
40*
HA
HA
44*
3d*
7l»
HA
™
NA
SA
NA
HA
HA
NA
NA
NA
IH, A
3**
J**
M*
3**
SO*
NA
3«*
40*
w%
iO*
33*
3J»
50*
304
S«*
T*»
HA
HA
HA
HA
HA
NA
NA
NA
NA
HA
HA
*s*
«*
w*
HA
31*
«*
4*
50*
tl*
54*
Jl*
***
35*
J5*
NA
*!*
NA
»*
iA
5.51-
1^
NA
NA
NA
s
-------
F"ff "* *"* Vehicle Emission Si
Table 2-05 (Continued)
Chi*
T
1
7
7
T
7
T
T
7
7
7
7
t
7
T
T
T
7
7
)
1
I
I
)
1
1
a
i
t
V
9
9
»
Larineun
Ki|il|iini*Tn»
Slgr.1 Booth
lfH|fcfi|HHHi
B^^IhHIl Rip
Hafnium
Conciwwlndwisri*! 3*f* d Trtoafi
Ap4c»Nunl Mnmra
CftBtriflM
Sp^W!
B«kd
Tllkl. > J hp
Swtiwn
KT*n P**" Ifrt"
Oflwr AniEMMHl E^ljMWH
Ch*bi- 3«vi > * hp
Snddm > i hp
3Ud*n
Rlhn^lhiiclm
MH4l
Urr. A
S3*
75*
75*
17%
73*
»*
43%
4t*
IT*
78*
«0*
«*
$9%
r is*1
it*
ij*
*3«
MW
«!•
NA
TO*
NA
TO*
JO*
9m
•™»
J»
4«%
»m
NA
NA
74*
T|*
Dh«l
tor.l
m*
64*
73H
39%
731
»«
+}%
14*
15*
7»*
35%
5«*
5S*
r it% j
3T*
«*
«tt
w*
SI*
NA
TO*
I~NA
TW
J0%
H»
w*
si*
4t*
31*
NA
NA
4S»
71*
LPWC?IO
IjT, A
HA
*A
HA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
MA
NA
NA
NA
HA
NA
NA
NA
NA
NA
NA
NA
NA
HA
NA
NA ;
NA
NA
NA
NA
UMitNU
tm, »
NA
HA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
HA
NA
NA
NA
NA
NA
NA
NA
MA
HA
+Hyd» jpi
tn.A
7<«
«m
TW
IJ*
7t*
J9*
*T*
NA
NA
15*
03*
5**
NA
4**
NA
31*
NA
41*
*•*
u*
«*
4S%
T4*
»*
NA
Tl*
51*
»*
15*
NA
•ML
NA
NA
t*TOtfu
1m. •
T«*
V*
7J*
NA
7«*
3**
41*
NA
MA
if*
41*
NA
NA
Hx
HA
NA
NA
41*
4**
«I*
SI*
a*
74*
JO*
NA
«*
51*
M*
. i»
NA
H4
NA
NA
J-frt* IPI
tar- A
NA
NA
7«
NA
HA
NA
NA
NA
NA
NA
HA
NA
NA
NA
KA
NA
NA
NA
NA
HA
NA
1 NA
NA
NA
NA
NA
NA
HA
HA
n*
NA
NA
NA
t*rcH gn
bp-B
NA
NA
Tf%
NA
NA
NA
NA
NA
NA
HA
NA
NA
NA
NA
NA
NA
HA
NA
NA
NA
NA
MA
NA
NA
NA
NA
NA
NA
NA
50*
NA
NA
NA
HA - NM tff Bob*
Key:
1 - Lawn aud Gmten
2 5= Airport Service
3 = Rixteatiooal Eqaipmeot
NA - Not applicable
4 * RccreMionai Maria*
5 ™ Light Coounciidil
6 * Industrial
7 * Construction
8 * Agricultural
9-Logging
November
-------
Methods ml
Tabl« 2-06, Inventory A and B Annual Use Estimates
Clt
Dm*t
LPIiCNG
Ear. A
tor, A
Iff. •
r- A
IOT 8
NA
1-11
futi
19-19
NA
HA
NA
NA
HA
NA
IJ-2J
MO
RMT finprt Riding
NA
NA
Mr»
NA
HA
HA
HA
NA
HA
NA
Own
< it?
HA
(*A
HA
NA
NA
U-ll
< i hp
HA
NA
HA
3-J
7J-73
3.5
Tilhn
WA
HA
NA
HA
14-23
IT-Jt
I frli
Ltvn vat Phmfcn Tiwrtun
1TJ-MO
HA
NA
3MJ
MA
NA
NA
1S.37
SA
NA
NA
NA
Lit
-ll
NA
NA
.U1
3MJ5!
NA
NA
Trtf B^tpmnt
NA
NA
HA
NA
4io.ni
NA
HA
NA
14-ZI
u.2t
NA
HA
NA
IMM433
111.943
Ttl-W
111.941
HA
NA
MI TWnin VitfalM (ATYi>
NA
NA
NA
HA
11-141
9-15
HA
HA
NA
9-IJ
HA
NA
NA
HA
NA
42-139
61139
9-15
HA
HA
HA
NA
S37-UJ1
4JMIJ1
HA
HA
HA
NA
NA
HA
TMW
JTO-4M
HA
HA
33.T4
J3-T4
100-1 ItJ
HA
HA
II7-5U
NA
Vn^ifniflOeibMfti Bnjbm*
NA
NA
HA
HA
W-IJ*
NA
NA
HA
HA
2AUTH
HA
17-30
11- 101
NA
NA
9-3
HA
NA
NA
HA
NA
NA
I-I4
1-5*
34MU
34S-U3
HA
HA
r 17-1*4
117-ie*
< M lip
1I14H
17J-SJ
ITS-lffT
HA
< » hf
HA
HA
3J1-M*
333-H4
NA
HA.
HOQ4RH
HA
NA
HA
NA
NA
NA
Ht,
10 hji
HA
NA
14-1*5
74-143
NA
NA
I49-MJ
1033-23fT
NA
1J13-I7J!
NA
NA
HtJ-131*
3DM5T
J01JJT
Q*« Qttml [ninth!
HA
4,6? -RM
M6-46J
JCfi-44}
NA
NA
NA
SJ4-L5I*
NA
N*
HA
KA
110- 1»
IL0.1U
2*6-^10
KA
NA
NA
NA
Rolfcti
*$4-T7J
HA
MA
NA
November
-------
Noaroad Engine and Vcbicte Emission Study
Table 2-06 (Continued)
DhHl
L*T. \
PtaHl
L*T. 1
U* A
LMJCNG
. A
1*T, ft
1-rrtit fu
HA
NA
HA
NA
NA
Pkv
NA
NA
M-MH
NA
NA
NA
JUjriil Boadi
441 -77t
NA
I13-1M
HA
NA
yfl&j
NA
NA
PfA
NA
NA
NA
NA
Ctantrtwrtndf-fir-1 3-*»
4OO-W3
NA
«!-***
NA
IP-JOJ
1JJ-3M
NA
NA
NA
4ZJM1*
MA
NA
NA
(11-ltH?
HA
HA
NA
NA
NA
1149-1M1
MA
HA
NA
MA
NA
HA
HA
NA
HA
NA
HA
Kubitar Trtd Lovkn
S1WBO
tlSI !3TJ
NA
HA
NA
NA
NA
oHw Tnd Dean
S47-10M
NA
HA
NA
HA
HA
NA
TTMWJ
4M.TWT
HA
NA
HA
NA
NA
HA
NA
NA
NA
HA
HA
SUd 3
Sli-TJfl
NA
HA
NA
HA
HA
NA
NA
HA
NA
NA
HA
1AMH
HA
NA
SV1J*
NA
NA
HA
NA
1J7-3K
NA
NA
MA
NA
NA
HA
1TT.J4*
1TT-M*
HA
NA
JW-J43
NA
NA
HA
NA
ApicttUunJ MU-^MP
HA
NA
NA
K-1X
HA
HA
74-1 «
74.IH
HA
NA
61 [Jj
HA
HA
JM1I
NA
tfA
47-tOJ
NA
HA
B«le™
Ht-Hf
HA
NA
HA
HA
NA
NA
T^Oan
SYf
fll-fl*
HA
HA
47-T1
tT-51
NA
HA
53- 1»
lOO-B?
NA
HA
0.100
HA
NA
Hj*o Pnwwr Urit*
HA
HA
J43-473
HA
NA
HA
NA
TT.141
HA
NA
Ch*ta s™
> '
NA
HA
NA
NA
NA
HA
1 41-221
HA
NA
NA
TJLT*
NA
HA
9W-I413
HA
NA
HA
NA
NA
NA
NA
NA
HA
NA
NA
NA
* . Vtju reportMl «*
no* hgnWj-tf
Key:
1 3 Lawn and Garden
2 = Airport Service
3 = Recreational EquipmeiB
NA = Not applicable
4 - Recreational Marine
5 =» Light Commercial
6 = Indiistrial
7 •*
3 -
Logging
November iSMl
-------
Methods and Approach
Table 2-07. Emission Factors for Inventories A and B
a. DIESEL EQUIPMENT Igranu/hp-hr)
n™
HC
Cruk
Ihfl-Jl-f
CO
so,
HA
NA
NA
NA
NA
MA
NA
NA
NA
NA
NA
NA
NA
HA
HA
NA
NA
NA
HA
1.00
FrnntMa
NA
NA
NA
SA
SA
HA
N*
NA
NA
HA
NA
NA
NA
NA
3hwd*r»
NA
NA
MA
NA
Tllkn
NA
NA
NA
HA
NA
nl {hitktfi Tnrtsrt
130
am
0,001
},00
Com pic ma
oxn
NA
0.90
0.20
002
NA
4J7
O.JJO
November 1991
-------
Table 247a. (Continued)
ClHI
7
T
7
7
7
T
T
T
7
7
7
7
T
7
7
7
7
7
1
7
7
7
7
g
»
1
I
1
1
1
I
I
i
9
*
*
9
M*-^.
farfcn
Scraps
ft.m* BfiJFnmt
JufAcjnt Bquipmni
Slffnlftjfcd*
TntKhcn
B«WDriH lUf,
E^ram,
f IT J. ' 1 *
CrnMIt od MoHW Mi"t™
Ciw
Oiwhr.
Off-Hi^Hfty Tntcti
CmiitagP™ Bqulpn.it
It«i^ T-rtlh FerUUtt
Kibta r*-l U*ton
^•WwTWD^rt
Cra*kfn«*«
auUML^bi*
fflHCl^mTTW^
Dunfl-nVrmfc,,
LTnvf CUnMl iM-lKi^ Btpi^H^Hrt
^•'^'"••t TiHHtn
A|nCV|bml jViEtefK
AtdnknlHwrn
C<™b^.
S^njn
Bufen
Titl— >Jhf
3w*hM
Hvik-fv—Ihta
C^s™ b.4^
Shndte *J^
%Wdm
nibrWBunchi.
^•3
-
•
»
*
«
1
I
*
-
•
•
*
-
-
t
*
»
*
*
m.
*
*
:. i —
EdM.1
o.»
O.TO
IJJI
0-00
130
1,J*
1.41
0.70
Mt
1,01
I.H
IJ4
OJ4
UI
us*
QM
0*4
140
13*
r no
2*
4,1*
HI
HA
143
HA
124
431
13*
IJO
[ o.»
j-w
UK
HA
HA
0.14
O.M
HC
Otflk
o.oz
OJit
flJU
(U»
005
O.OJ
0.0)
0,01
0.53
OJH
asa
5JM
0.01
003
0,03
001
4J41
OJJ)
flflj
r ffj*
OJ«
, OJ«
0.03
NA
4J44
NA
4OT
OJM
8JM
WB
OJtt
0,04
O.O4
HA
HA
OJH
n.oj
R^F'
[ NA
NA
NA
HA
HA
HA
NA
HA
NA
HA
HA
NA
NA
MA
HA
NA
NA
NA
HA
HA
HA
HA
HA
HA
NA
HA
HA
HA
NA
HA
HA
NA
HA
NA
MA
HA
HA
IMh*,
OJOOJ
ojcni
OiOW
HA
O.MJJ
OJ001
OMJ
OflW
oxm
OMB
4^43
0«B
0.04*
O.OB
OJOM
OJXW
OjDQ)
nan
0«9
0,041
OJSJJ
5JO«
5J003
HA
Ojora
NA
0,003
QJDOJ
DJ9DJ
CfJJOT
tuxn
OJBB
4.003
NA
HA
5JW
OflOJ
CO
3,10
j.00
*.«
OJOO
5JOO
9.14
J.M
S.M
5JD
MO
420
1*
1*0
9JO
10JB
4 JO
1J»
6 JO
4 JO
1 9flO
14M
1JC
940
HA
t.*4
NA
4.20
3.7J
3.71
JjDO
tLO
3,71
i>7
HA
HA
ija
IJa)
MO,
9.30
B.TD
Tl.Ol
ojoo
soo
10.01
11.0]
10.73
11.01
11.51
15.34
*w
u-J!^.
ILJOI
IDO
14.30
9y»
15.10
low
5*J
U.91
9J«
nor
NA
1J.11
HA
UJO
7.71
7.7f
un
UJO
7.71
11.11
HA
NA
11.30
11.34
^=^s±
FM
4.71
[Jfl
fl.»
OJ90
l.OO
1,44
144
144
L44
O.W
144J
1-00
OJ»
1,44
].«
l.»
*M
l«
1.11
1.44
1J03
144
T.44
[fA
I.OJ
HA
141
1J1
UI
100
ui
Ui
ui
NA
HA
t.*4
!.**
—
O.JO
OJI
0^0
O.Mt
ft»
O.lft
O.M
tl.»
0,W
O.M
OJD
Q.II
OJI
DJO
njo
nio
016
o.io
0.17
OJ»
8JI
ftJO
ff.10
NA
fl.34
NA
0.30
0.30
OJO
tH#
O.|0
o,»
n.»
NA
N*
0.10
OJO
— n
1.00 |)
o.wjj
o.w 1
OM [|
_nd
».»1
ft.1)'1 jl
O.SJ ]j
0.93
0.13 |
C.« 1
Q.S7
G H9
0.9J
o.w
D.H
0.93
-------
Methods Mad Approach
Table 2-07. (Continued)
b. GASOLINE -4-STKOKE EQUIPMENT Igrams/hp-hrl No* Abated for In-Ujte Effect!
flta
1
1
1
1
1
1
1
L
1
L
I
1
1
1
2
2
3
3
J
5
3
J
4
4
i
t
t
1
S
!
3
3
1
S
«
4
*
4
T
7
1
7
T
*„„.«- TTT-
IHmnWBdp^BnuhCrihc.
L.^nnw.^
Lcif Bbwrn/VKUiiiini
Pl*w Bitf bK Rbflnf Mm«™
1™,!*™™
Cl.in S.» < * hp
ShmUn* < i f?
Tllkn * I hp
LJWI mi Qmrfm TrttW*
w«dSPltaw,
riMrtbtw
CWnwafltwirOrtr**.
ComnWtMTu.fapipnw
Ohcr IKWH nj Dmnkm EiprpfTwrt
Aim-* Supp^t Bq4p«*
Tcrmirnt Ti-dofi
AJlTt«iflV*hfclHtATV»)
MidMh*
OfTJt«J Mcbn^rh.
On If C*rt*
Sw'wwHN.
a^^vrfi^c^.
v™b^M™iEmi«,
Vr-rfa */O**o*rf Enjhn
V^prf.-/*™*^^,^
3.LK«I Amiltanf UxHd {irsiiA
SiilbMi AuflJIIvT C?vAow4 fivtaw
Qcnmtoc ha < Slhf
Pump. * JOhp
Ait Compwon < SJ hp
0-C^T,--*. *50hp
W-ahfan ^ JO 1*
P™^W-™ <»hp
Acr«!Un>
E^rtliAi
5wnT^fcl.t*«
(Jflw Owl I~J^-r^ ferirmn
Odw HncfHl H«4tdllfii Eqvlpmci*
Aiptabt hvwt
T^p^Htrtrrtn
Pl^Co^^ft,™
Cc«n» P««n
S^I-T.
4
*
*
•
•
"
"
••
••
*•
HC
Eril— J
24.11
37.TO
19.W
9JO
».w
NA
J7.79
JT.TO
fJO
17.70
17.70
17.70
940
17.70
4.4*
44«
10000
10Q.W
10D.«
10) JM
HA
too.w
n^«
1T/.TI
73J9
714*
W.TI
*JO
9 JO
9J»
NA
9JO
9JO
4JH
4.41
6.61
«.«<
6.61
6.413
S-4*
«,•»
NA
9^
C^nk
T.rt
12.**
«.4D
3JCIT
3JW
NA
114*
I2.W
3.10
111*
12.41
12,44
3.10
i2.*4
124
2.M
33 DO
33.00
31.00
3i.M
HA
JSJOO
SA
H94
NA
NA
2*.*
7.1*
3.14
3. 14
NA
3.14
S.I4
2.20
2.»
IJO
rw
Mft
1.14
2,14
1.14
NA
1.01
Enf
*.S4
l.lrt
O.*|
3JO
IHP
NA
1.13
l.»
T.fl
[,l#
2.JO
94.M
15.»
1. 14
17.*4
n.n
6SK
1-50
«J»
H,1»
NA
!S,W
240.10
NA
«.oo
11.00
NA
5.«
2.2!
4,31
HA
9.TJ
^4J
?w»
I4.0D
59.61
I9.ITT
TS.OJ
JT«
JJ!
,'J1
NA
?0rt
bfk.ltal
2!»
B.60
G.4F
3JI
l.W
NA
741
9.»
I.R4
BSD
J.12
0,42
!,3(
9M
OJ«
OJI
31.15
11. ffl
30.4J
TAi
NA
7,04
J.ll
S.75
JI4
1.7J
1,73
1-«
443
1JO
NA
m
4.1}
0>9
o,«
p,*«
n.uj
OJS
n.*3
!J*
S.3*
NA
1*1
CO
343.34
430.OO
3SJ.JO
313JOO
3B»
NA
430.00
430.00
JHJ3T
4»J»
4»J»
430JH>
11* *>
WflO
1»X»
IWflO
97IXM
«7J.W
97100
97SJW
!*A
TT3-WJ
331-AJ03
1«Z1.W
1 314 03
121403
!«!,»
351.OO
JJJJOO
3JJOO
WA
3JJ.OO
333JW
I9»JOO
[»JOO
'.W.OO
:».«>
1W.OO
I9S.OB
I9fl,00
1»,M
NA
JJH.HJ
NO,
1.01
1.41
I.Oi
1J53
2J03
NA
1.01
2,02
1-11
2fll
2JOI
1,01
I.tt
tffi
M*
J.lfl
9.M
fl.BO
9JW
9J»
NA
?flO
4J,T9
44.H
4S.79
45.79
ss.ts
l.OJ
1.03
2m
HA
2JH
1J03
3.14
ir4
S.S4
;,^
i.16
4.7")
J.T9-
*-T9
NA
SJS
PH
0.41
0.74
0.19
0.0!
OU5
N*
0.74
a.7*
0.10
0.74
0.74
OW
0,10
o.o;
Q.M
o.as
I U
!.1J
1.1 ;
1-13
NA
1.13
074
0.74
0.74
0.74
0.74
O.O4
o.oa
DJW
NA
sat
ow
Ofl»
0.04
O.D6
nrw
>![«
O.OS
QJ9C
OJH
NA
p«
AHrtM«
n.JJ
Ll.JJ
as>
ft.i«
fi.l*
NA
r>JS
OJJ
D.14
OJ3
fl.33
fl.33
n.l-
0.5i
O.lt
0.12
1.1*
1,18
I.I*
LIB
NA
1.1S
3.07
1.07
7.07
S.87
3JJ
*J3
o.is
o.iz
NA
O.JZ
OJZ
d.!3
n:2
nil
n.::
«.::
so.
B.I 7
*J7
n.3"
P..IT
n y>
NA
nur
n. t7
(1.17
0.)7
CM
O.J1
(J)7
0.37
ni7
(1.27
n <'
n.5!
'13?
(1.1?
y.\
(i«
2.90
l.Wt
:.*
:*'
7.» |
,1 -n
i;i
»:^
NA
p.j.f
n- 1
n.i"
f'.j"
p-, ;?
n - '
11 -• .
-------
Nonmad Enq|pe and Vehicle Emission Study
l-OTh. (Continued)
OH
1
->
1
^
7
7
T
7
T
7
7
7
7
T
7
7
7
7
7
7
7
f
t
1
t
9
1
1
1
t
1
t
9
*
S
»
NA-N*
p^-i.tT^
fer^o*
P.^B^p*-*
Surtax, ftpiip^K*
Sipulfiowb
Twnetwn
Bve/OHJI Hit*
SI™Y-«
a^rrtWMMtalS—
Orttm w« UOAT Mi«f»
Cm.
0-te
OffJII^^TrMk.
Cru+mffr*. Bqilpw*
RaMh Tm*i JVrtlH*
RuH»TML»te.
H*h*Tl«iD-«
0~^T~*-
SkH Jta-Lwte*
Off-Hi,*— T Trwfci
D«n^mrr«*.
I-Wh»ITwi«
AptntanL-n^^
A.ri«tanlM™ri
Cw***-
391.7*1.
htan
Tilt. >J|,
a— ton
HT*>h«-lJdft
Q-taJ™ >4Iv
9nd*n >5tv
JUdte.
^vlbi wVnfam
l^taj
M
Exiuul
NA
*4*
6.49
M9
449
4/49
fijfe
fiJ9
WJ
S^9
HA
NA
6M
Mfl
JJ*
NA
4/44
HA
«-»
[*A
M?
649
DAT
J,*»
1/49
7.11
7.11
7.11
HA
JT,7«
r«
1.tl
7.U
NA
9Jff
HA
HA
CW*
NA
^|*
1.U
2.14
I.I*
Z.14
2.14
2.14
2,1*
11*
NA
NA
2,1*
1.14
UJ
HA
2 14
HA
2.14
NA
1,14
2 14
l-Sl
IJI
IJ7
2J7
2J7
HA
12.44
2JT
2J7
2J7
HA
Jfll
NA
NA
HC
ET^*
NA
300
J.«
3.«
TJH
rial
122JO
4.1)
J.TJ
M-IJ
KA
HA
91.1D
1J4JW
IfflJl
NA
H 99
NA
13,01
HA
SJX
225 JO
,
7,13
133.11
*OI
100-4J
4JO
HA
3«
Iflllt
IJOO
t*,!J
HA
ij»
HA
NA
HcMtat
NA
J.«
4.B4
*.M
5*1
(Ml
0,42
2.74
*.P9
CU2
HA
HA
0^1
0*1
0/4S
NA
njt
HA
D.44
NA
1.7*
0/41
2.W
OJ2
!.W
0,*]
1J9
NA
4Jt
a^ta
ij«
DJl
NA
j«
NA
HA
to
MA
[91-00
191 .DO
191 J»
]»«>
1M.OO
L71JO
LflJDO
S^VjDD
l^ViDD
NA
NA
i«x«
19WHJ
L43JOO
NA
I^CjWl
NA
i*a)
HA
T9IJ»
I9CJOQ
IUUD
1«JW
2HW
111.00
11IJ*
HA
43IUV
11! JO
llfJOO
litdD
NA
JJ3JB
HA
NA
HO,
HA
*-7?
i.V*
*."??
4,79
*.79
*-7T
*.79
1.79
4.T?
HA
HA
*,7»
4,79
tAt
WA
4 79
HA
4.7»
NA
4.79
4 77
SJ2
gJJ
ij*
JJ4
Jil
NA
2J02
IJ4
J2*
5J4
HA
un
NA
HA
FH
HA
OJW
»j»
ox»
D.H
Q.08
0,06
o.»
OJM
0.0*
NA
NA
oat
o.o»
OO6
NA
QJK
NA
OJ»
NA
OiM
Oi»
0*
o.os
DM
Ct«
aw
NA
O.T*
0»
o.os
dJ3*
HA
Oj«
NA
HA
AI4.*'-
HA
D-JI
032
0.12
0.11
0.2!
OJ2
0.12
a-&
O.K
NA
NA
*23
OJ2
oil
HA
jj
•**
NA
0.21
NA
O.H
0 2^
OJO
ojo
OJ2
OJ2
OJ1
NA
U.21
(fJ2
0.12
OJ1
NA
D-W
NA
NA
— 1
so.
NA
(1 25
».H
f.23
flJi
0.13
1 ft.H
ftM
0.^
52J
NA
XA
0.23
O.Z1
Oji
NA
OJJ
NA
GJJ
NA
rk il ff
«
«,
«!
\
OJS
NA
*,3T
D.I*
0.1*
«.:«
N.%
o.>-- I
NA
NA
November
-------
Methods and Approach
Table 2-07. (Continued)
c. GASOLINE 4-STROKE EQUIPMENT - (grins/hp-hr* Adjusted tor In-U« Effects
O-t*
1
i
L
1
1
1
1
I
1
1
1
1
1
1
I
1
3
*
3
)
3
j
4
4
t
4
4
5
3
3
I
*
j
j
6
4
&
A
7
7
7
1
T
fifntfHttit TJTW
Trin—rrfagmrtln.hCiiltr.
U*nn»«n
t^fBl^r^V^™,.
hMrE^HRMbuMcKT.
front Mb.™
fluid Sun •£ 4 If
ShpHJdon s. i 1^
tllbf* < i %
T^vm •!•! uvnv^t Tl*^Offl
Won! 3f lln^n
5nowt4
»
b
h
D
e
c
<
c
t
h
H
t.
HC
KlfaHlt
JO.TS
79.17
4ft.T4
19,«
If.JJ
NA
ii.17
77.17
19.74
79. IT
T9,17
ift.JJ
19.74
7 J.IT
1402
10.01
110.M
11*»
I»J»
itoutw
NA
21000
10t«
liijr
1M,(»
10U4
TJ1J7
19,93
«.M
!9,«
NA
r "9.»
!9»
10.01
10,03
10,01
ro.M
ro.ci
9.74
13.S3
1J.SJ
HA
1».4J
Cnnh
7.9S
1Z.44
«.<0
iJJ7
301
NA
tl*-
Il*i
3.10
ii,H
1144
11*4
310
1Z.*4
1JO
1JO
33.00
H.»
31 J»
3JOO
NA
31,00
HA
».»*
HA
NA
HL94
J!4
J.U
1.14
NA
3.1*
3.14
1JO
^.'lo
1.10
l.KJ
i.:n
2.U
2.14
•2.L4
NA
3.0J
•i-r
flj*
!.16
0+1
3JO
11+0
NA
L.TJ
t.»
7.!3
1 15
1.5Q
H.H
li.SB
1.16
73.44
IT.ll
400
IJO
8.0P
u.oo
HA
11,05
2*0.10
NA
«JOO
IS.OO
HA
3.0fi
14J
J4I
NA
9.7J
1J3
».»
5*00
&.ct
:?<-T
7RP3
4^.43
l.S!
2.81
HA
400
niMh.
2 MM
U.SO
«l
3i!
IJO
NA
1,*J
9.J9
l.«4
IJO
541
041
1JI
jjdo
0.48
OJ?
31 13
21 SB
M.B
i.4J
NA
7JM
J.tl
S.7J
IJf
1,73
t3i
3M
«Ji
IJO
NA
1.71
«J3
UJ»
ojrt
04i
*.H
(17,00
tnao
3S.OO
672. «J
*17J»
IM.Tff
1M.10
iuua
1133JO
1JFTJD
imjD
NA
tcijo
II7IJ4
!M«J4
isrtii
1JW.1*
1*4* i)
070,70
67070
4».7C
HA
470-10
ST0.10
I«70
I».70
1M70
iSS.7H
m™
151.40
JT«.»
JT«»
NA
3D.H1
N0t
3.S!
n.Sl
OJ1
O.tl
0.81
NA
OJtl
njsi
o.w
OJFI
O.*l
1*1
0.14
o.ii
i.ia
S.I 6
3+0
J6O
9.0O
S«
MA
3+0
4J.7?
40.51
4179
45.79
«.»
0.11
fl.ll
&J!
NA
0*1
0.11
5.!*
3-W
31*
5.1*
^Ifi
4.7")
1«
191
NA
2.11
PM
!,il
!+a
1.0*
O.II
O.E*
HA
1.«
l.H
o.»
l.»
l.»
O.DJ
O.M
OJ*
ox*
006
4.14
4.14
III
4.14
HA
4.14
074
0.7*
0.74
074
0,7*
OJ2
0.11
0.11
NA
0.2!
0.31
0»
0.0*
**.»
0.06
OlW
OfM
O.Z.Z
0.11
NA
0,12
AM^.^
U.S3
OJ1
O.53
0.14
021
N*
O.M
Ct.SJ
0.2*
OJ)
. O.JJ
D-5>
*!4
8,«
n.u
oj:
l.H
i.i»
1.11
i.iJi
HA
L.ll
J.D7
?n7
307
3flt
3.CT7
0.11
(l«
*:i
NA
O.JJ
0.11
nil
0.11
0:1
*?::
n.i:
n 11
n :;
0.11
NA
n LA
50,
0.17
li.r
O.i?
03T
''.*~
VA I
t.37
H J-
11 1?
-3..F
«.'!
«.!••
».3*
n 17
_l!lj
^.i'
P.JS
r 11 ji
h <;
h -
„ ;-
" :• •
- 1
--•.
November 1991
-------
Table 2-07c (Continued)
Ota
7
^
7
7
T
T
7
7
7
7
7
7
1
7
7
7
7
7
7
7
7
7
I
S
t
1
I
1
1
1
1
I
9
9
9
4
*+*-~^
Sc^^t
PI.VBI|J Etp^lH'WTIt
S.nteh,,^^™^
5lp>|(k»d.
T 1 -,
Ihm/DrtH IU|t
H«»«i™
-™ ~ . - . . fl . . ]
CTnr^nil na AHrtH Inl^w
c™.
Onfafl
Off'HIpl'wiJf Xrw4wu
Cftmtmfr^f- vJfUf^^nnt
KMiffe. Xftnta PwWtP*
R.MM Ttnd Levin
Krtta TInd Own
Tnirt^WU-kWkUM.
Cn»tafI>Ktn.
AM S»n Lvkhn
Od4Utfn»y T«™,
Du^wVTndhn
CHwCnMMtiME^I|HWt
i.WUdT™*M
AfrinltwiaTiMM
Apbotanltfc-i.
CE^DU
V>™
W»
nte, ^jb,
3Hk«
Hjteh-wUrt.
CM. Arkallnl BiHl»nt
CTtkta Sm >41^i
Sh-kh, >S^
3tidd«
ftlh^Vwl^.
b
b
b
f
e
'
b
b
t
t
t
a
C
e
b
<=
b
*
b
4T
C
fa
e
b
•
' b
KxkHit
NA
IJ.03
IJ,SJ
UrfU
9.7*
J.74
J.7i
13,«
1M3
?-74
NA
NA
9.74
9.74
t.H
NA
9.74
HA
9,7*
NA
13 «
9.14
11.33
134
EJ.W
10.77
I0.7T
HA
7*17
10,T7
UJW
10.77
NA
19,33
HA
NA
Cr-rf
NA
:.u
2.14
n*
2.14
1.14
Mi
11*
114
11*
HA
HA
114
214
IJJ
HA
1.14
NA
114
r NA
If*
Z.I4
t.ll
111
IJ7
1J7
137
NA
1144
UT
lit
2J7
NA
JJ07
NA
NA
mmesmssss
HC
Bit**
NA
J.HI
3 DO
.SJW
7,»
*UH
1 11,40
4.1}
J.TS
i4|3
HA
HA
91 Ml
E 34.64
IOJJ1
NA
»-»
NA
Ujffl
NA
<3M
ESJO
T.I 3
1)5,11
tot
1004J
•1JO
NA
jja
Kill
13JOO
*klj
NA
J.W
HA
NA
KiflHfc*
NA
SIM
4J4
4.94
0.94
041
041 !
1,74
*D9
0.41
NA
NA
041
041
043
NA
041
HA
OX
NA
1.74
041
IS*
041
I,M
8,41
IJ»
NA
4J«
042
140
041
HA
3Jfl
NA
NA
CO
NA
sTtun
J74JO
3T6JO
2J7.«
137 j»
JJ7.40
J7*3»
37* JO
137.40
HA
HA
137 JO
157.40
211 JO
HA
UT*
NA
1J740
HA
yitx>
HIM
17t,70
liSW
4I4JO
11140
M34*
HA
in j»
MHO
4I4JD
U340
NA
470,70
NA
HA
Na,
NA
i.n
l.K
t.M
4-7S
*,7f
4.79
I.9Z
!«
4.7«
NA
NA
4.79
4.T9
141
HA
*.7t
NA
4.19
NA
1. 91
4.79
MI
«Ji2
210
3JJI
JJJ
NA
OJ1
344
1.10
JJ*
HA
OJI
ffA
NA
PM
NA
o.a
oJi!
OJ2
am
'A
-•
NA
IMS
V.23
fl.15
0.2?
n.z.i
uj
055
t.2S
fl25
NA
NA~!
521
0.2J
0.1*
NA
ft 3.5
NA
rt.j<
NA
~~Sf
0.2?
0.iTj
n.m
0!«
12*
NA
0 Jl
0.211
0.2J
n:^
^A
n T1 !
VA |
MA
"ttfHfn
-------
Methods and
Table 2-07. (Continued)
d, GASOLINE i-STRQKE EQUIPMENT » c.nif ilium fl*
3. 13
g.7S
J.M
NA
J.7S
343
fijl
NA
NA
NA
NA
0,49
0.49
0«
n.«
NA
NA
!-H
J34
NA
NA
CO
7H.I2
4B5.0O
HS.Bt
NA
NA
&KM
41600
*WflO
NA
NA
*»w
NA
4*6,00
4H.W
WA
«:»
tODJOO
NA
W»JB>
(WOO
1WXW
HOW
IM7J4
I3J7J*
IH7J*
NA
1 31734
+K.OO
113.00
NA
UJOO
NA
NA
«.7fl
4j.m
iJ.TO
4MJOO
NA
NA
^84.00
4K.OD
HA
NA
NO,
0.91
flJ9
(r-W
NA
NA
B.9S
ojs
9i9
NA
NA
029
NA
OJ9
0,29
NA
!T?B
!JO
NA
]J»
1JO
1,10
IJO
(.71
srt
S.T7
NA
1.77
53*
7JtH
NA
1m
NA
NA
n.»
IT 90
17,»
0.29
NA
NA
0.29
O.M
NA
NA
FM
3»
T.7fl
JW
NA
SA
J*>
7.TO
7.70
SA
NA
J.70
NA
7.70
7.19
NA
O.QJ
tJO
NA
*.»
«.»
*,K
•JC
41,10
'1.10
41.10
NA
4J.10
T.70
0,05
NA
o.oi
HA
NA
ow
001
O.flJ
rw
NA
NA
I.Tfl
1.70
NA
MA
*,„>,*,
I.P4
I.D4
J.IU
NA
NA
l.W
2.5*
1.04
NA
NA
1JW
NA
:.o4
1.04
NA
042
2.75
NA
l.TJ
:-7J
ffjn
275
JW
}J01
J.ffT
HA
i,07
1.M
OJ1
NA
O.H
NA
NA
0-JJ
9.22
0.12
M«
NA
NA
:.D4
ZJCU
NA
NA
so.
0.34
05-
D.14
NA
NA
n.s«
OJi
*.!H
NA
NA
0.3*
NA
O.i*
O.S'
NA
0.00
0^5
•;A
P.9?
a.??
ni<
0.95
2,90
2.»
l.W
NA
2.?P
o.;:
000
NA
OW
NA
NA
0.00
0*1
ow
i:-
NA
NA
r>.i?
BJ!
NA
VA
November 1991
-------
and Vehicle Emigion Study
Table 2-07d, (Continued)
ClHI
7
•)
7
7
^
7
7
1
7
7
1
1
7
1
•7
T
•7
1
7
7
7
1
9
f
t
t
*
»
t
»
t
*
*
f
9
t
Bitf,
'Ifw
« Emi
"•«
SA-h
&!•*-«* T>p-
3f«p*™
PIVTTK BqdJpmnir
5«Tftrit| Ei]»lpme*
SipdJBwdi
Tnnrim
9om/DHll Klfi
Bstet'Hfn
CMKI**A*|U*T<>I S.™
Omnrt Jrti H«™f M3un
Cm
Fondm
CW-tn^»nT Tr^ki
CriMliNi^P™. B^olfmw*
R«lh Tm-in P=rt3BU
HJMW^ tfcri lx— ta.
Rubber t*~i &*-•
CimwkiTwrtm
aHJtarLonho
DIKHIfkiHr Tjfcj^l
OunpuWTynivi
1-Wfcwl TWrtSn
A^j4dHlbmJ: T^rpctvn
AgikvltvnL M0**ii
CvnM^
V-r"
B^n
THIm > J"T
Swtfhm
Hr*o P»«r UWh
Odw A^rtwUml HfOpnml
CWnJhnp* >*l*
Sndhn >5t*
SUhbn
MhnAwn^o
HC
Blt-tri
NA
2WUJO
NA
NA
NA
Mt.OO
NA
HA
NA
HA
NA
NA
NA
HA
NA
NA
NA
NA
PA
NA
HA
NA
HA
NA
NA
NA
NA
NA
HA
NA
NA
HA
IttJM
NA
NA
NA
"»*T
ilhni
r<* «p(iit*hit
Cn*k
SA
NA
NA
NA
NA
NA
HA
HA
NA
NA
NA
NA
NA
PtA
NA
KA
HA
NA
NA
NA
NA
NA
MA
NA
NA
NA
HA
NA
HA
HA
NA
MA
NA
MA
HA
NA
Knf"
MA
3,00
NA
HA
NA
KZ4Z
MA
NA
NA
NA
NA
NA
NA
NA
MA
NA
MA
NA
NA
HA
NA
HA
NA
MA
NA
NA
NA
NA
NA
NA
NA
NA
OjM
NA
NA
NA
KffAtl^^
NA
Jfll
NA
NA
NA
0*1
HA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
HA
HA
NA
NA
NA
NA
NA
NA
NA
NA
HA
NA
HA
NA
NA
|«JJ
NA,
NA
HA
«!
NA
4CJN
NA
NA
SA
4HuOO
MA
HA
NA
NA
MA
NA
NA
NA
NA
HA
NA
NA
NA
NA
NA
NA
NA
HA
NA
NA
NA
NA
MA
NA
MA
NA
J1JJM
NA
NA
NA
NO±
NA
o»
NA
NA
NA
Oi?
NA
NA
NA
HA
MA
NA
NA
NA
NA
NA
HA
HA
NA
MA
NA
NA
NA
NA
HA
HA
HA
HA
NA
NA
NA
MA
0*J
HA
HA
NA
FM
NA
7.70
NA
MA
NA
7.TO
HA
NA
NA
NA
SA
NA
NA
NA
NA
NA
NA
NA
NA
HA
NA
NA
MA
NA
NA
NA
MA
WA
NA
HA
HA
HA
1JO
NA
HA
HA
AMibtm
NA
TJM
MA
NA
VA
1,W
Kf,
NA
NA
NA
NA
NA
HA
NA
NA
NA
NA
NA
NA
NA
NA
HA
HA
HA
SA
NA
NA
HA
NA
NA
NA
NA
].«!
NA
NA
HA
30,
PiA
0.11
NA
SA
N*
O.IJ
NA
NA
SA
NA
NA
NA
NA
NA
NA
SA
NA
NA
NA
NA
NA
NA
NA
NA
HA
NA
NA
HA
SA
NA
NA
VA
OF
NA
SA
NA
November
-------
Methods and Approach
Table 247. (Continued)
«, GASOLINE Z.STKOKE EQUIPMENT - jgrams/hp-hrl Adjust*! for IH.UM Effect!
Sinn* M»
Tllon
HC
4HJW
NA
*»,»
4JSJO
tnnk
NA
NA
NA
NA
NA
NA
NA
ttJJ
OJ2
l.H
Ml
HA
33.M
CO
JM3.62
HA
NA
9S40
NA
0.19
,»
NA
HA
7.70
1.0*
1.60
SO,
O.S4
I'm ind GtfdCTI Tn
UA
HA
HA
NA
NA
NA
HA
HA
HA
MA
NA
NA
HA
NA
NA
HA
Snfrnttgmi*
4J5.WJ
MA
JJZ
0,39
7-70
NA
NA
HA
MA
WA
NA
NA
NA
Ul
1.04
NA
U.i*
' NA
fl.54
Olnr L**n miOtnkn Equlp
NA
1,1*
i.fo
1.0*
HA
NA
NA
NA
NA
NA
NA
NA
NA
ml TrttWfl
IX
1T.JJ
O.R
till
D.DS
0,11
fl.W
cl« (ATV,|
1T6O.OB
HA
31,15
IS10.IB
IJO
I.7J
NA
NA
NA
HA
HA
NA
NA
•.d
1MO.OO
NA
30.V]
OetfCw*
ilso.oo
NA
1100
1JO
IJO
1H.90
HA
14.14
0*1
311 10
1.70
4.H
U.I5
HA
11.00
7.J4
IJO
SJtf
'•*.
240.10
5,13
1S1UI
1.T7
41.10
v^Dnrinml Enfint*
NA
NA
S.TS
ISM.ll
1,77
3.07
NA
1SS.I1
1.77
3.B7
NA
HA
NA
HA
NA
NA
HA
NA
NA
NA
[MUt
4.10
3JJT
NA
JM
J.43
Olf
7.75
0.1?
•*. h
1J3
flJJ
IK
0,lt
O.H
< JA b^
NA
HA
NA
NA
NA
HA
NA
HA
HA
(U!
Ml
NA
HA
TJO*
0.0!
(ion
A hr
HA
NA
NA
NA
NA
NA
HA
NA
NA
PTW- W-fc«
-t » IT
NA
NA
NA
NA
NA
NA
NA
0.44
17.M
OOJ
I5.no
FrtkUftl
JUIO
o.vt
IJ.S1
O.OJ
OM
•2,11
0.0!
O.JJ
QHw Gowr-l
NA
0.9S
ft?!, S
NA
HA
HA
HA
NA
NA
NA
NA
MA
HA
NA
HA
J.J*
9H-4U
OJ9
Pit* C«np*ewn
NA
JJti
7.70
2.04
NA
NA
NA
NA
NA
HA
NA
NA
NA
NA
NA
NA
HA NA
N'A
1991
-------
Hoptoad EOPM aad Vehicle Bniaaiott
Table 2.07e. (Continued)
Clui
T
•>
1
T
T
T
T
T
^
T
T
T
T
7
T
7
7
1
T
T
7
T
1
I
*
1
1
»
I
i
1
I
*
9
9
1
totf
"W
**F~- TTF-
Sc^jw.
itvinf&rtwnt
•Su-rficinj Bf>^HVirt
Sign*! Bgudi
TnnBlwn
B4WJOHII M'
Kir.**-*
CflMr«4bh«ri.LS««
CMwm tad M«br Mh*r*
CnDtf*
a*kr»
orr.Kifti.iMr twin
Cnufafawftoc-fefi*-"*
HouttilWnhihrUift*
Rubtar Ttad U*twt
K.tt*rTt«ll>««
C^wl-Tw^*
SkUaMtbwfai
ro*.Hii»*»j •***«•
DriwCoHM-tiHai^nn
AvtHlOnll^iWI
A|t*«l**lM*r«
Cowfrta,
V*J-»
B*l-
Tili^i 7 3 !•
S^^rifvrt
K,*.**— Ui*.
ahnAyk^rtin^an
On**"" >4I^
Xh^lm >5t.
AtMp.
^Ita^n.*-.
i
d
\±__
*lkm
iwd for d>4K tff«rt* l»im| ««1I jUlitT **(t™
Ksy:
1 - Lawn and
2 * Aaport Sen-ice
3 * RecieniotBtl Equipment
Recreational Marine
Ugbt
lndHStrial
7
S
9- Logging
November
-------
Methods and
Table 2-0£a. Summer and Winter Percentages of Yearly Activity.
Equipment Class
Agricultural
Construction
Industrial
LIWJI and Garden (exd, chain
iiws)
SnowbJQwera'SnowiiiQbiles
Commercial Marine
Airport Service
Logging (including chain sa*i)
Light Commercial
Cold/Nortlwrn
Summer
(*)
50
43
30
50
0
25
25
25
2$
Winter
(%>
6
10
20
ti
100
25
25
25
25
Medium/Central
Summer
(%>
4O
3S
25
40
0
25
25
25
15
Winter
(%l
6
15
25
6
100
25
25
25
25
Warm/Southern
Summer
(%)
34
33
25
34
0
25
25
25
25
Winfcr
(%l
*j
20
25
5
1CJO
25
25
25
25
Table 2-08b. Summer and Winter Percentages of Yearly Activity
for Rtcreatlonal Marine Equipment
Region
Northeast
Southeast
Mid-Atlantic Coast
Great Lakes
Southwest
Rocky Mountains
Northwest
West Coast
% During Summer
68
48
57
70
4S
69
57
48
% During Winter
I
7
2
0
7
0
5
7
November
-------
Nonroad Engine aai Vehicle Emission Study
TabU 2-08c. Summer and Winter Percentages of Yearly Activity
for Recreational
Region
East
Midwest
South
West
New England
Mid-Atlantic Coast
East Central
West Central
Southeast
Southwest
Rocky Mountains
Pacific
National Average
% During Summer
42%
46%
36%
44%
44%
41%
48%
44%
35%
37%
44%
43%
42%
% During Winter
12%
S%
|_ 15%
11%
14%
12%
9%
8%
17%
12%
8%
13%
12%
^"'Excluding gnowmobUe*
November
-------
Methods and Approach
2.8. Emissions front CommtrciaJ Marine Vessels
A detailed analysis of commercial marine vessel activity and emissions was developed
for the following nonattainment
1, Baltimore, MD MSA
2. Baton Rouge, LA MSA
3. Houston-Oalveston-Brazoria, TX CMS A
4, New York-Northern New Jersey-Long Island, NY-NT-CT CMSA/NECMA
5, Philadelphia- Wilmington-Trenton, PA-NJ-DE-MD CMS A
6. Seattle-Tacoma, WA CMS A
For other nonattainment areas, estimates of emissions from commercial vessels were
based on information obtained from different sources, including SIP emission inventories and
the 1985 National Emission Report,7
When the latter was used, marine vessel activity was assumed to be uniform during
the year. Emissions from commercial marine vessels are shown in Table 2-09.
This analysis is documented in the Booz-AHen * Hamilton final report entitled "Commercial Marine
V*53*l Contributions to Emission Inventories/ which may also be found in the public docket.
1991
-------
Table 2-09. Emissions from Commercial Marine Vessels
-^ H) r- « V) U) H) SI ^ — — —
in ^- (1 *) " •• in Kim ^
-------
Metixxts and
2.9. Emissions from Other Sources
EPA compared its estimates of emissions from nomoatl engines and vehicles to
emissions from highway and other area and point sources. At the national level, 1989
emissions were obtained from the National Air Pollutant Emission Estimates.- 1940- 1 989, %
For all but five nonattainment areas,££££££ emissions from highway and other sources
were available from the following sources:
VOC; Phase II Volatility Control Support Runs, April 5, 1990 - VOC emissions were
reported in tons per summer day for 1990.
CO; Support computer runs for Cold CO Rulemaking documentation, Jan. 18,
1991 - CO emissions were reported in tpy for 1987. To estimate tons per
winter dayv highway vehicle CO emissions were divided by 365 and corrected
for decreased driving during the winter. Emissions from other area and point
sources were simply divided by 365.
/96*5 National Emission Report* - NO^ emissions were reported in tons per
year for 1985. To estimate tons per summer day, highway vehicle NOj.
emissions were divided by 365 and corrected for increased summer driving.
Emissions from other area and part sources were simply divided by 365.
PM; 1935 National Emission Report - PM emissions were reported in tons per year
for 1985.
1985 National Emission Report - SOX emissions were reported in tons per year
for 1985.
"""For Qve areas (Boston NECMA, Springfield NECMA, Hartford NECMA, South Coast Ail Basin, and S.in
Jcaquin Valley Air Basin), the geographical definition of the nonattainment areas differed sQgJjtIy from irui U--:H:J
in the analyses discussed above. In then cases. EPA relied on estimates of emissions from highway and nther
sources that were developed in the moat recent Slate [mplemeatiiioa Flam.
November 1991——
-------
Nonroad F"« «*< Vehicle Emission
For both VOC and CO, the original estimates of nonroad mobile source emissions
from the Phase 0 and Cold CO emission inventories could not be readily distinguished from
other area sources. To avoid counting nonroad sources among other area and point sources,
EPA computed the ratio of nonroad to the sum of nonroad and other area and point sources
for both VOC and CO emissions in each nonattainment area using data from the 1985
National Emission Report. These ratios were applied to the VQC and CO emissions from all
nonhighway sources reported in the Phase II and Cold CO emission inventories. It was thus
possible to estimate emissions from all other area and point sources without including
nonroad engines and vehicles.
Emissions from highway vehicles and other area and point sources are shown in
Tables 2-10 and 2-11, respectively. The data sources aie also indicated by area in these
tables.
These total inventories do not include emissions of VQCs from vegetation (biogenic
VQCs). Although recent studies have shown that, in some cities, emissions of VOCs from
plants may be more important in ozone formation than previously thought, EPA has only
recently completed a computer model for estimating biogenic emissions in urban areas and
has determined that reliable biogenic inventories do not exist for most areas. While the
biogenic inventories to be included in fotuie State Implementation Plans will affect the
fine-tuning of nonattainment areas' pollution control strategies, the magnitude of VOC
inventories from biogenic sources will not alter the need to reduce anthropogenic VOCs
substantially to bring many urban areas into attainment of the ozone standard.
42 November
-------
Methods aod Approach
Table 2-10. Emissions from Highway Vehicles
1
13
Ill
" 1!
l*
*i3u±
ill!!
a -
?f f> TL*n *
— flf — *J i-
H
J
3
1991
-------
Ngoraad Enrinc and Vehicle Enuasioa Smdv
Table 2*11. Emissions from Other Area and Point Sources
5 ."»
*
> <•> ft ft *• ^
i r ir
5i 1=13
If^M
6 nn
rt
1*
£
ii
L
-------
Chapter 3. Results
As described in Chapter 2, EPA developed two new sets of inventories for nonroad
engines and vehicles. Inventory A was developed from data supplied by EPA contractors,
and Inventory B incorporated information supplied by manufacturers.
Both inventories were developed by multiplying the activity levels by me appropriate
emission factors. Where possible, the resulting data were compared to emission inventories
for highway mobile sources and other area and point sources,
e resu res an zeQ in tnis cnopter.
presentations of both inventories can be found in Appendixes M (Inventory A) and O
(Inventory B). This chapter also contains a summary of the results from EPA's analysis of
SIP and CARB inventories.
3.1. VOC. NO» CO. and Particulate Nonroad Inventories
Table 3-01 presents nonroad emissions of VOC, NO^, CO, and participates as
percentages of the total emission inventory for each of the 24 nonattainment areas studied.
For each entry, a range is provided. The lower end of each range was calculated using new
engine emission factors, while the upper end utilized in- use emission factors.
Due to the seasonal nature of ozone and CO nonattainment in many areas, EPA made
adjustments to the emission inventories developed for VOC, NOSt and CO. The results are
reported as percentage tons per summer day for VOC and NOX and percentage tons per
winter d*y for CO. Table 3-01 also provides a comparison of results from Inventory A and
Inventory B.
To help visualize the nonroad contribution to total local emission inventories, stacked
bar charts are used to display the distribution of the results from Table 3-01 in eight charts
following the table. Calculations using both new engine and in-use emission factors are
presented in each chart to illustrate the range of potential nonroad emission contributions Of
the 24 nonattainment areas included in the inventories, 19 were studied for NO* and VOC 16
were studied for CO, and 13 were studied for particulates.
November 1991
-------
and VehJcte
ioc Study
Table 3-01. Trial Nonroad Emissions by NonattainnuDt Ar«a And Pollutant <%)
Nwuttuuaeot
Area
Atlanta
Bahimoie
Baton Rouge
Beaton
Chicago
Cleveland
Dtttver
EIPuo
Htrtfonl
Houston
Miami
Milwaukee
Minneapolis
New Yoit
Philadelphia
Pnyyo-Orem
San Diego
Seattle
Sooth CODA, CA
San Joaqtrin
Valley
Springfield, MA
Spokane
SL Louis
WashiDgHm, DC
Inventory A
VQC
tpid
(%>
10-S4*
10-14
7^10
7-11
6-9
7-9
8-12
10-14
7-10
12-16
1(M4
9-13
9-12
14-20
0-19
4-5
9- 12
11-14
10-14
The range presented is
emission factors.
NOx
tpad
(*)
13
19
13
19
16
15
22
25
15
18
16
20
17
39
29
19
15
12
17
based on
CO
tpwd
<%)
11-14
9-15
5-8
6-9
5^8
9-13
4-7
9-14
M
9-14
9-12
0-13
6-10
Z-4
5-8
5-*
calculation
PM
ipy
<*)
2
2
I
0.4
1
3
0,4
2
5
2
0,6
2
^
inwrtorr B
voc
tpid
<%1
7-10
9-12
4-6
12-16
5-8
7-10
6-9
11-16
6-8
7-10
9-13
8-11
6-8
S-H
6-9
3-4
9-13
10-14
El- 16
of emissions
NOj
tpfld
<*>
13
18
8
25
12
12
15
3i
10
16
13
14
14
31
20
17
15
10
13
from new
CO
ipwd
(%>
11-14
a-n
4-7
5-8
4-7
4-11
3-6
8-13
2-4
7- LI
9-1 1
6-9
5-8
2-4
4-7
6-9
and in-iue
PM
tPT
(*>
1
I
0.5
0,2
0,7
2
0.3
1
3
07
0,4
I
1
46
November
-------
Results
30,00*
Nonroad VOC tpsd
Jnventorj^
Nonattainment Area
New Engine Emissions • Estimated In-Use tncremem
sam
Nonroad VOC tpsd
Inventefy B
Nonattainment Area
fH~ New Engine Emissions •§ Estimated In-Use Increment
1991
-------
Vehicle
Nonroad NOx tpsd
InventgryA
4O.OO*
u
1
•3
§ HMD*
H
2
g
y U>l»*
£
h
~i
-
— i
[•
i
i
—
—
n
-*^~" 1 i — ~i
i 1 ! ;
.
1 r H ; •
: i :
Nonattainment Area
New Engine Emissions ^B Estimated In-Use Increment
Nonroad NOx tpsd
loventoiy B
40.00%
^j nmoM
V
1
!.„.
Q A.004
r^
>u
o
4i
£
n-fiM
! i i
l!
i
1
L
r
i
i
^^^™«
™,
,
1
^^~
H
_
i 1 -
- _| .- .
Dttftt
Nonattainment Area
New Engine Emissioiu HI Estimated In-Use Increment
November
-------
Results
15.00*
1QJ0D* —
too*
o.oo*
Nonroad CO tpwd
Inventory A
•IJIMI
Nonattainment Area
New Engine Emissions •• Estimated In-Use Increment
20,00*
0.00*
Nonroad CO tpwd
Inventory B
•nrP1
Nonattainment Area
] New Engine Emissions ^B Estimated In-Use Increment
1991
-------
tiwii^ «iH Vehicle EniBiaa Stint*
&DD*
Nonroad PM toy
^Inventory A
a
I
H
TS
I ~} New Engine Emissions
Estimated In-Use Increment
Nofffoad^pM tpy
nt of Total Inventory
hi M a
§ i i i I
^^m
OJJMt
Nonattainment Area
I ': New Engine Emissions IH Estimated In-Use Increment
November 199!
-------
3.;T VOC. NO~. CO, and Particular Nonroad Inventories bv Categories
The following charts summarize the contribution of each category of noiuoad
equipment to total emission inventories- Each chart presents the VOC, NOX, CO, and
particular contribution determined by each of the two inventory methods for one equipment
category.
November 1991
-------
I
[JO*
o
a
i
0,00*
Agricultural VOC tpsd
Inventory A
1
J.,._.L._!I._U_[.
•feB '** Jki«*i^^-'^3 Dte*O*l^*Hil
Nonattainment A
New Engine Emissions ^1 Estimated In-Use Increment
LD^*ii**«,a^u»r*^ssjp»i^
Nonattainment Area
H
"8
^
C
u
s
0-
a am
Agricultural VOC tpsd
Inventory B
14V*
r
i
^ OJD*
n
i
fl
I I
I I
-I
i I I
H I-
Nonattainment Area
New Engine Emissions ^H Estimated In-Use Increment
November
-------
Results
13.004 r-
Agricultural NOx tpsd
Inventory A
i
H
*
Dr
JL
1
^r
^
^—
i
i_j k j
i !i '•
Nooattainment Area
L.."*1 New Engine Emissions iH Estimated In-Use Increment
Agricultural NOx tpsd
Inventory B
a
S?
> IJIHM
a
** 4JOH
fl.W*
nnnnl
Nooattainment Area
New Engine Emissions ^1 Estimated In-Use Increment
Novnbei 1991
-------
EmJBftQg Study
Agricultural CO tpwd
Inventory A
tflO*
I
3
O
QUO*
o
"3
i
Nonattainment Area
New Engine Emissions •• Estimated In-Use Increment
Agricultural CO tpwd
Inventory B
1
•a""*
OJOO* -
Nonattainment Area
New Engine Emissions •§ Estimated In-Use Increment
November
-------
Results
Agricultural PM tpy
Inventory A
UOOft
I
o
H
0*3*
a
H H
NooattEonment Area
New Engine Emissions •• Estimated In-Use Increment
Agricultural PM tpy
Inventory B T'
1"
(j IflO*
1
3
<~
-------
Nomad En™
EiainMM Stntfr
Airport Service VOC tpsd
foventory A
ot of Total Inventory
i 1 I i i
\
NonattaJmBent Area
New Engine Emissions 1H Estimated In-Use Increment
Ibition)
Airport Service VOC tpsd
Inventory B T
£
o
*o
g
Houi Htetfari
Nonattainjnent Area
New Engine Emissions •§ Esomoied En-Use Incremeat
56
November
-------
Resuita
Airport Service NOx tspd
Inventory A
u
I
(2
d
y 1.00*
CL,
nfn*
.
, i
/-~
. !
1
!
r~"
~
!
r
i "! ' .1
-
'- J ~
.
H
i
f
: !
Nocattamment Area
New Engine Emissions ^H Estimated In-Use Increment
Airport Service NOx tpsd
Inventory B
!
E-
fl
a*
turn
nr
i — •
i
f — ^
i i
'1
^ — i
i
u
1
i
' !
li •
Nouattainment Area
New Engine Emissions ^B Estimated In-Use Increment
1991
-------
Engine Mid
Airport Service CO tpwd
Inventory A
a
•a
B
OM%
40*
_n
m ••
h
1
]
Nooattaiiiment Area
New Engine Emissions HI Estimated la-Use Increment
Airport Service CO tpwd
Inventory B
]J»*
I
ata*
0,00*
ntaS*lta^*D£^«
Nonattainment Area
New Engine Emissions •! Estimated En-Use Increment
November
-------
Airport Service PM toy
Inventory A
I
MO*
O4O*
OJO*
ft*"HD*"b-**^l* BP*" S«»Cw?*i^afc3«i«*f» 0""" M*Lg*1**T
-------
Vehicle
140*
Commercial Marine VOC tpsd
Inventory A
lid*
I
1
o
I
Cu
OJJtf*
Nonattainmeiit Area
New Engine Emissions
Estimated In-Use Increment
IW*
Commercial Marine VOC tpsd
Inventory B
I
IJH*
g ^
atom '• =-
1 — 1 1 — 1 i 1 1 '1 1 ,
_r^n^_£ ' ' II ' ' •
': '.
Nonattainment Area
New Engine Emissions • Estim^ed In-Use Increment
-------
Results
Commercial Marine NOx tpsd
Inventory A __
I
§ 10-00*
H
a
U 3,00%
turn
Nonattainment Area
New Engine Emissions IH Estimated In-Use Increment
g
I
O
Commercial Marine NOx tpsd
Inventory B
s.oo*
S^^U^-U* *t—it^1"1
-j : i j :
Nonattainment Area
~ New Engine Emissions ^B Estimated En-Use Increment
November 1991
-------
Nomoad Enjr™
I-
Q JflO*
H
-------
Commercial Marine PM toy
Inventory A
IJH
tt
i
E-
*M
o
S
Nonattainmeot Area
New Engine Emissions ^B Estimated In-Use Increment
•Tcmn*.
Commercial Marine PM toy
Inventory B
O LOO* -
^ !
<*-
0
M
u
Nonattainmcnt Area
'• New Engine Emissions IM Estimated In-Use Increment
November 1W1
-------
M~y^ Bnpnt
3 DO*
a
I
4-1
o
a
&
0.
S
i
Construction VOC tpsd
Inventory A
Li
I • !
Nojxattainmeiit Area
[HD New Engine Emissions •• Estimated In-Use Increment
3mi
Construction VOC tpsd
Inventory B
f.
1
1
Percent of Tc
— •
1
-
-
T
: i
rf
-
^M
f
i
i
.
"
.
j
j
i
j
H "
"l
! l
|
j
•
-
!
•
i
i ~ ~
i
Nonattainment Area
New Engine Emissions ^H Estimated In-Use Increment
IWl
-------
Rtsults
u.oo*
Construction NOx tpsd
Inventory A
fr
s
JL-
IJ.00%
3
£
fl
u
Sjl ion*
&
&41M
|
-
-1
1
1
i
_
|
1
•"
-
~ !
'
^
-*
-1
•
^
-
I
I
i
i
Nonattainment Area
New Engine Emissions IH Estimated En-Use Increment
13-00*
|
V
I
10,00%
JJ JJM*
Ou
o.oo*
Construction NOx tpsd
Inventory B
n
^^=^rnn
nnr
i I
H ^
Boncm
Nonattainment Area
New Engine Emissions ^B Estimated In-Use Increment
November 1991
-------
8
i
H
*o
2
1,00*
Construction CO tpwd
Inventory A
n
f
Nonattainment Area
l~"1 New Engine Emissions HI Estimated In-Use Increment
LOO*
I
o
G
Construction CO tpwd
Inventory B
om*
n"!P
Nonattainmcnt Area
New Engine Emissions •• Estimated In-Use Increment
-------
Jesuits
Construction PM tpy
Inventoi^A
S
u
> IJPO*
I
MtwY
Nonattainment Area
I "I New Engine Emissions •• Estimated In-Use Increment
Construction PM tpy
CflJ*
Nonattainment Area
New Engine Emissions ^1 Estimated In-Use Increment
November 1991
-------
*"*
1.40*
Industrial VOC tpsd
Inventory A
Nonattainment Area
New Engine Emissions ^ Estimated In-Use Increment
IM*
Industrial VOC tpsd
Inventory B
con
Nonattainment Area
New Engine Emissions ^1 Estimated In-Use Increment
November S9SI
-------
Industrial NOx tpsd
Inventory A
ijW*
£ JjUQ*
(U
1
H
o
3
&
PU
ndM
nrH Hr
1 ! : i .! '! !
— iT^ L ' „ !.i
n i r 1 n
:' ! p .;
! ' ' i
i
i 1
Nonattainment Area
rU New Engine Emissions • Estimated In-Usc Increment
Industrial NOx tpsd
Inventray B
I
1
3
(2
IH
o
•u
O
tt
— — l~l
-; ii n )
L
r
i
i
|_
1
i
nd il
n n r
! ! • i :
i • i • i
r
i i
|!
. i
i
! i i '
.
Nonattaintnent Area
i New Engine Emissions HI Estimated In-Use Increment
1991
eifun
-------
Noorgad
1,00*
aim
Industrial CO tpwd
Inventory A
Nonattatnment Area
1. 1 New Engine Emissions ^1 Estimated In-Use Increment
Industrial CO tpwd
Inventory B
£**-»*
o
€
V
> 103+
£
3 i
O |J» i-
H :
DUO*
DDK
1
i i
U
Nonattainment Area
~H New Engine Emissions ^1 Estimated In-Use Increment
November
-------
Results
IJO*
Industrial PM tpy
Inventory A
, IJO*
J
•3°**
o
£ MD%
o
on*
Nonattainmem Area
I J New Engine Emissions HI Estimated In-Use Increment
Industrial PM tpy
mventory B
.120*
ven
I
O
£ *"**
O
4_l
5 AJIM
OJM*
BFw*
Nonattaioment Area
New Engine Emissions Hi Estimated In-Use Increment
1991
-------
Vt*Afte
12.00%
Lawn & Garden VOC tpsd
Inventory A
000*
Nonattainment Area
New Engine Emissions ^1 Estimated En-Use Increment
ruoo* r
Lawn & Garden VOC tpsd
Inventory B
Nonattainment Area
' New Engine Emissions ^B Estimated In-Use Increment
November
-------
Results
Lawn & Garden NOx tpsd
Inventory A
1.9*
1
8
qjo*
Nonattainment Area
lew Engine Emissions ^1 Estimated In-Use Increment
ven
3
&
<+*
o
i
I
Lawn & Garden NOx tpsd
Inventory B
TTH -
; !;
I , : I
Nonattainment Area
New Engine Emissions ^H Estimated In-Use Increment
November 1991
-------
and Vehicle Esuaioo
OJB*
Lawn & Garden CO tpwd
Inventory A
Nonattainment Area
New Engine Emissions • Estimated In-Use Increment
*w»
o.oo*
Lawn & Garden CO tpwd
Inventory JEL
Nonattainment Area
1 '~* New Engine Emissions ^1 Estimated In-Usc Increment
November
-------
Lawn & Garden PM tpy
Inventory A
, I JIM
Nonattainment Area
New Engine Emissions ^H Estimated In-Use Increment
Lawn & Garden PM tpy
Inventory B
u ijo* >•
I
•a™1
ojtm i — — -
I
D****f
Nonattainment Area
New Engine Emissions M Estimated In-Usf Increment
November 1991
-------
Noawatl
and
Light Commercial VOC tpsd
__ Inventory A
Nonattainment Area
New Engine Emissions IH Estimated In-Use Increment
3JOO*
o.on
Light Commercial VOC tpsd
mvemory B
Nonattainment Area
New Engine Emissions •§ Estimated In-Use Increment
76
November
-------
I
Light Commercial NOx tpsd
jnventory^A
Re suit;
OJB*
r -
Nonattainment Area
New Engine Emissions • Esdmaied In-Use Increment
Light Commercial NOx tpsd
Inventory B
Nonattainment Area
New Engine Emissions IB Estimated In-Use Increment
November 1991
-------
s.oo*
r
Light Commercial CO tpwd
Inventory A
Nonattainment Area
New Engine Emissions • Estimated In-Use Increment
1-00* -
Light Commercial CO tpwd
Inventory B
Nonattainment Area
New Engine Emissions Hi Estimated In-Use Increment
78
November
-------
Light Commercial PM tpy
Inventory A
JJ 1.00*
I
OJO*
OJO*
I
QJW*
liCotf [)
Nonattainment Area
[ ] New Engine Emissions •[ Estimated In-Use Increment
§ tJOO*
I
-s°J
H
-------
Hnu«ion
i.w*
s
I
o
3
Loaning VOC
I
o
I
oaat
Nonattainment Area
I 1 New Engine Emissions •§ Estimated In-Use Increment
Logging VOC tpsd
Tnvlntory B
.r**^
Nonattainment Area
1 New Engine Emissions HI Estimated In-Use Increment
November 19SI
-------
Results
Logging NOx tpsd
Inventory A
I1
I
1.00% r-
OJC*
8
jr^^Jiii^fr^r^^
Nonattainment Area
New Engine Emissions
Estimated In-Use Increment
14O*
Logging NOx tpsd
Inventory B
s
I no*
a
•3-
t
o
Nonattainment Area
New Engine Emissions Hi Estimated In-Use Increment
November 1991
-------
Nomad Eaa1!" I1**
Emiakn
§
i
g (MM
Nooattainmcnt Area
I I New Engine Emissions ^B Estimated In-Use Increment
Logging CO tpwd
invfiitory B
S3 IJOD*
I
-a0**
is
o
5
Nonattainment Area
New Engine Emissions ^B Estimated Ih-Use Increment
November 199 J
-------
I JO*
Logging PM
iflvei
I
s
I
USD* h
OJM
i
urn
Nonattainment Area
New Engine Emissions Mi Estimated In-Use Increment
Lo
1.40*
I
4> ijm
a
3CJ°*
t ""*
o
§ OjMt
t
CU tuo*
NcwYaft ^ 3*«*1t-T
V>PU^
Nonattainment Area
New Engine Emissions Hi Estimated In-Use Increment
-------
Emiatoo Stotfr
1.00*
Recreational VOC tpsd
Inventory A
3- 1.00% r
"3 i
O '•»* I
H
'-tw
o
g -
i
i
turn
Nonattainmcnt Area
New Engine Emissions ^B Estimated In-Use Increment
Recreational VOC tpsd
Inventory B
i
•a
,o
o
J-t I,DC* '-
jt M^V ' ^^j^|j_ _ i , (._; ^^™.l • ^^L-- '• i»^^^».» • i—" ^—>• i -™— • - _^ • • • -— ~ . ^
~^^^^ t*^u^t^^J E^^^^b^^^k Tfaw V^^k l^Hv^^^^H AMJH^B .BoB(Ul-_ ^bB^BrflpUL ^^flP^r^^^T^ "T*^1^^ ET^ ».j _^" r**3
Nonattainment Area
I : New Engine Emissions OT Estimated In-Use Increment
84 November
-------
Resuiu
Recreational NOx tpsd
InventoryA
i
o.n*
Nonattainment Area
L I New Engine Emissions ^B Estimated In-Use Increment
itional NOx tpsd
Inventory B^
I
um
OJB*
02m
OUDM
Nooattainraent Area
New Engine Emissions ^B Estimated In-Usc Increment
November 1991
-------
oam
jtional COtpwd
Inventory A
Nonattaiomect Area
LD New Engine Emissions • Estimated In-Use Increment
Recreational CO tpwd
Inventory B
Nonattainment Area
I i New Engine Emissions H Estimated In-Use Increment
November
-------
ResuKs
140%
Recreational PM tpy
Inventory A
I
o
E*
e
Nonattainment Area
New Engine Emissions •§ Estimated In-Use Increment
I4O*
Recreational PM tpy
Inventory B
O
I
-3"**
o
a**
Nonattainment Area
^ New Engine Emissions ^1 Estimated In-Use Increment
1991
-------
Njgroad EOBD6 and
M
i
j
a
ercen
"
s
—
a
B
1
Recreational Boat VOC tpsd
Inventory A
^
1
•i
^H
I_.^^H
^
!
"
!
|
1
M i I A
fl T r p ;
n i u . "
Ml ' • :'
Nonattainment Area
New Engine Emissions ^1 Estimated In-Use Increment
SJJW*
Recreational Boat VOC tpsd
Inventory B
Nonattainment Area
New Engine Emissions ^H Estimated In-Usc Increment
November
-------
am*
I
Results
Recreational Boat NOx tpsd
Inventory A
uoo*
i i
-i ! !J '
H H -
1*1
Mntiflttflinmgnt Area
I 1 New Engine Emissions !• Estimated In-Use Increment
100*
Recreational Boat NOx tpsd
Inventory B
a
o
c
y
I
(MO*
nnnHi
Nonattainment Area
" I New Engine Emissions Ml Estimated In-Use Increment
November 1991
-------
140%
, i jo*
Recreational Boat CO tpwd
Inycntory A
IflW
I
1
O
a
ft- OJO»
aw*
BH StPfr'T•BOMfc 3^ (Map
Nonattainment Area
CZI New Engine Emissions Ml Estimated In-Use Increment
I
!-
!
o.oo*
Recreational Boats CO tpwd
Inventory B
Nonattainment Area
New Engine Emissions ^H Estimated In-Use Increment
90
November I9*Jl
-------
Jtgsulu
Recreational Boat PM tpy
Inventory A
f->
g 100*
I
— o.»*
flJJD*
Nonattainment Area
I i New Engine Emissions •! Estimated In-U&e Increment
Recreational Boat PM tpy
Inventory B
G
V
L)
i i
Nonattainment Area
New Engine Emissions ^H Estimated In-Use Increment
November 1991
-------
aaA Vshtcle Jfoi«ka.Study
3.3. National PM. SQT. and Air Toxics Inventories
Table 3-02 summarizes national emission inventories for particular matter,
formaldehyde, benzene, 1,3-butadiene. gasoline vapors, and oxides of sulfur for ail nonroad
sources. Inventories from highway vehicles and other area and point sources are presented
when: available and the contribution of nonroad sources to total inventory is calculated. Due
to the extremely limited availability of data for toxic inventories for highway and other area
and point sources, the data in the table are from the most recent year for which data was
available. Therefore, the data can only be used for approximate comparisons of the
contributions from the various sources of air toxic emissions. The nonroad inventories for air
toxics in Table 3-02 are the in-use adjusted Inventory A numbers. The formaldehyde and
benzene inventories for highway and other area and point sources were taken from an EPA
technical report by P, Carey,tfl The PM and SO^ inventories were derived from EPA's 1989
emission trends report." The highway vehicle value for 1,3-butadiene was based on
assuming that this toxic accounted for 0-35% of the total exhaust hydrocarbons emitted from
highway vehicles.11 The aldehyde emission factors used in this study for nonroad sources
are in terms of total aldehydes. To compare formaldehyde inventories from nonroad to other
sources, EPA assumed that 60% of the total nonroad aldehyde emissions were
, , «*•*•••
formaldehyde.
The 60% estimate wat typical for engines which had separate fonnakfcbyde, as well « total aldehyde,
emission nMKuremeoti reported in Nonroad Eaiiaifm Factors of Mr Toxics by Meivin N, IpgallJ, Souuiwest
Institute, SwRI 03-3426-005.
91 November
-------
Table 3-02. Air Toxics Emission Inventories
Results
TTOC
paniculate*
formaldehyde
benzene
1 J-butadkne
gasoline vapon
sos
Nonrotd SonrcQ
tpT
457,39«
41,663
1MJS3
47^16
237,04«**
230,495
%of
ToOJ
5.5S
13-05
25.37
0.99
Highwij Sfluroes
tpj
1,397,738
74,% I
275,579
9^69
2.S19J27
652J72
% vf
Toul
16.96
23.48
63.68
2.81
Othw Am And
Point Source*
*pr
*,384,620
2Q2j67Q
47^*00
22311,998
% nf
Total
7749
63-47
10.95
96.19
Total tpv
8239,754
319294
432,762
23,195,065
* Dou not include fugitive dost from itnpav«j roads and auatripa which accounts for about 77% of total
suspended pjotkksj.
** Does not Include nnsriflg lessen or bot sojt evaporative emisnono.
Novrmbet 1991
-------
Nonroad Engine and Vehicle Emission Study
3.4. SIP ^nd CARS Inventory Analysis
As discussed in Chapter 2, inventories were prepared using data from SIPs and CARS
analyses- The following tables summarize the results from the SIP- and CARS -based
inventories. It should be noted that the emission factors used to develop SIP- and CARB-
based inventories do not include in-use or transient operation adjustments- A discussion of
the emission factors used to develop these inventories can be found in Appendix I. A
discussion of the methodology used to create these inventories and a mote detailed report of
the results can be found in Appendix G.
Table 3-03. SIP-Bued Inventory
CMSA/NECMA
Atlanta, GA
Beaumont-Port Arthur, TX
Boston, MA
Chicago, fl
Connecticut
Dallas, TX
Denver, CO
Dulufc, MN
EtP*so,TX
Fort Collies, CO
Hartford, CT
Houston, TX
Louisville, EY
Minneapolis. MN
New Jersey
Seattle, WA
Springfield, MA
Sim* of M*B.
voc
toy tpvd
(*> (*)
3 4
1
6
5
10
4
3
7
4
12
6
12
8
NO,
l?7 tf>«4
(*) {*>
7 8
18
9
7.6
21
14
IS
25
6
44
13
9
8
CO
tpy tpwd
<%> (*)
6
4
3
6
4
4
16
16
9
6
November 19
-------
Results
Table 3-04. CARfi-Bwed Inventory Summary
Air Basin
Mountain Counties
Sacramento Valley
San Diego
San Francisco Bay Area
San Joaquin
South Central Coast
South Coast
VOCt|>sd
(%>
5
4
3
2
2
2
3
NOjtpsd
(%>
31
19
29
21
13
13
17
COtpwd
(%>
6
10
10
11
13
12
H
November 1991
-------
Chapter 4. Discussion and Analysis of Results
Chapter 3 presented a summary of the inventories calculated from the data collected
for this study. This chapter contains EPA's analysis of these inventories and its interpretation
of the results. Specifically, the first section contains an analysis of nonfood contributions to
total emissions by pollutant and equipment categories. A discussion of the methodologies
used to calculate the inventories and their potential impact on the results is presented in the
second section. Last, the contribution of nonroad emissions is compared to other categories
that are currently regulated.
4.1. Discussion of Inventory Results
Following ate discussions of the results for emissions of VOC, NO^, CO, and other
pollutants, and the relative contribution of equipment categories. The overall nonroad
emission contributions are summarized by pollutant.
4.1.1. Volatile Organic Compounds (VOC) Inventories
Both Inventory A and Inventory B estimate that substantial summertime VOC
emissions derive from nonroad sources. Inventory A estimates that 18 of the 19 ozone
nonattainment areas examined have nonroad contributions over 6-9% (lower limit represents
new engine and upper limit represent! in-use emission factors) of total summertime VOC
inventories, with a median contribution of 9.1-12,6%, The estimates in Inventory B axe about
15-20% lower than those in Inventory A. However, Inventory B still estimates that 14 of the
19 areas have nonroad contributions over 6*9%, with a median contribution of 7.4-10.3%,
The largest contributors to nonroad VOC emissions are the lawn and garden and
recreational marine categories. In Inventoiy A, me median contribution of lawn and garden
equipment to total summertime VOC inventories is 2.7-4.7%, with the lowest reported
contribution being 1,1-1,9%, Inventory B is slightly lower, on average, with estimates of the
median lawn and garden contribution at 2.4-4.2%, and 18 areas above 1.1-1.9%.
% November
-------
Discussion, and Analysis of
Contributions of recreational marine equipment to nonroad VQC emissions are similar
to lawn and garden contributions. Inventory A estimates the median contribution of
recreation marine equipment to be 3.4-4-0%, with 15 of the 19 areas above 2%, Inventory B
estimates are about a third lower, overall, but still estimates a median contribution of 2.2-
2.5%. with 10 of tbe 19 areas above 2%,
The light commercial and construction categories each contribute at least 0-5% of total
summertime inventories in 17 of the 19 nonanainment areas. Table 4-01 shows the number
of nonaitainment areas in which the equipment category listed contributes ax least 1 % of the
VOC inventory.
Table 4-01. Equipment Categories Contri bating at least 1% of
Total Summertime VOC Inventor?
Equipment Category
Lawn and Garden
Recreational Equipment
Recreational Marine
Light Commercial
Construction
Agricultural
Commercial Marine
Number of Areas
Inventor; A
19
2-3
17
2-11
11-14
1
1
Inventor; 8
18-19
0-2
17
2-12
5-6
1
1
It should be noted that exhaust emissions account for less than three-quarters of the
total VOC emissions from the lawn and garden category. The remaining VOC emissions
from this category are due to crankcase, evaporative, and refueling spillage emissions.
Spillage during refueling of the equipment is estimated to contribute 7.5% of the (oral lawn
and garden VOC inventories and $>$% of the iawnmower VOC inventories.
November 1991
-------
NoorcaJ Bonne and Vehicle Emission Study
4.1.2. Nitrogen Oxid« I NO^J Inventories
Total summertime NOK emissions from nonioad so woes are estimated to be larger, as
a percentage of total emissions, than nonroad VOC emissions- Nonroad NOX emissions in all
of the ozone nonattainmcnt areas in Inventory A are estimated to be greater than 12% of the
total summertime NO* inventory, with a median contribution of 17.3%. Although lower,
Inventory B still estimates that nonroad emissions contribute over 11 % of total summertime
NOjc emissions in 16 of the 19 nonattainment areas studied, with a median contribution of
14.5%.
Construction equipment is the largest contributor to nonroad NO^ emissions in 17 of
the 19 nonattainment areas studied. Inventory A estimates that construction equipment
contributes at least 6.4% of total summertime NOX emissions in each area, with a median
contribution of 9.7%. Inventory B is more than 15% lower, but still estimates that 15 of the
19 areas have construction equipment contributions of over 5%f with a median contribution of
8.4%.
NQX contributions from airport service equipment, industrial equipment, and
agricultural equipment are each estimated to be at least 1% in most of the nonattainment areas
studied. However, only in one case (agricultural equipment in the San Joaquin Valley) does
the contribution from any of these categories exceed 3.6% in any nonattainment area. The
commercial marine vessel contributions are molt variable, with larger contributions in a
limited number of areas. The inventories estimate contributions of over 4% in three
nonattainment areas for the commercial marine category. Table 4-02 shows the number of
nonattainment areas in which the category Listed contributes at least 1% of the NOX inventory.
November
-------
and Analysis of Results
Table 4-02. Equipment Categories Contributing at least 1% of
Total Summertime NQX Inventory
Equipment Category
Airport Service Equipment
Recreational Marine
industrial
Construction
Agricultural
Commercial Marine
Number of Areas
Inventory A
12
2
13
19
12
10
Inventory B
12
1
13
19
13
9
4.1J. Carbon Monoxide (CO) Inventories
Inventory A estimates that nonroad emissions contribute at least 9-12% of total
wintertime CO emissions in 7 of the 16 CO nonattainment areas studied, with a median
contribution of 5.9-9.4%. Although slightly lower, with a median contribution of 5.2-8.5%,
Tnventory B estimates that nonroad emissions contribute at least 6.9-10.5% of total wintertime
CO emissions in 6 areas.
Unlike nonroad emission contributions to VQC and NOX, the nonroad emission
contribution to CO is not dominated by any one or two equipment categories. The lawn and
garden, light commercial, industrial, recreational, and commercial marine equipment
categories each contribute a minimum of 1.4-2,2% of total wintertime CO emissions in at
least 2 nonattainment areas. The single largest nonroad contributor to winter CO emissions is
light commercial equipment. Both Inventory A and Inventory B estimate that this category
contributes at least 2.0-3.6% of total emissions in 8 of the 16 nonattainment areas studied-
Table 4-03 shows the number of nonattainment areas in which the category listed contributes
at least 1% of the CO inventory.
November 199L
-------
Nonroad fag,™ arTH VeMcte Emission Study
Table 4-03. Equipment Categories Contributing at least 1% of
Total Wintertime CO Inventory
Equipment Category
Lawn and Garden
Recreational Equipment
Commercial Marine
Light Commercial
Industrial
Construction
Number of Areas
Inventory A
5-9
3-7
2
15
12-13
3-4
Inventory B
3-6
2-5
2
15
10-11
-------
Discussion and Analysis of Results
4.1.5. National Air Toxics inventories
Section 3.3 presented estimates of toxic emissions from nonfood sources (Table 3-G2K
The limited availability of toxic emission data for nonroad sources made it difficult to
quantify precisely the inventory from these sources. Uncertainties also exist as to the health
effects (example: number of cancer incidences per year) of toxic emissions. A summary table
of cancer risk estimates for air toxics is provided in Table 4-05. In this section, PM is treated
as a toxic emission because of its long-term health effects (carcinogenieity) and its status as a
criteria pollutant.
A rough approximation of the cancer risk from nonioad toxic emissions relative to
highway toxic emissions can be determined from the ratio of nonroad inventory to highway
inventory which is derived from Table 3-02, Table 4*06 shows the ratio using this method
for 1986. These risk estimates are intended to be used to rank the nonroad toxic pollutants
and should not be viewed as actual numbers of cancer cases per year. In addition, the model
used to derive the values in Table 4-05 was developed for national highway vehicles which
are more likely to be used in populated urban areas than nonroad engines and vehicles on a
national level. Therefore, the accuracy of the nonroad estimates is dependent on the
differences in urban/rural usage of on-highway vehicles and nonroad equipment.
November 1991
-------
Nonrosd Entitle and Vefekie Emission Study
Table 4.05. Summary of Risk Estimates from Motor Vehicle Air Toxics.*ttttm
Motor Vehide Pollutant
1,3 -butadiene
Diesel Paniculate
Benzene
Formaldehyde
Gasoline Vapors
Asbestos
Acetaldehyde
Gasoline Paniculate
Ethylene Dibromide
Cadmium
Dioxins
Vehicle Interior Emissions
U.S. Cancer Incidences/Year**
1986
236-269
178-860
100-155
46-86
17-68
5-33
2
1-176
1
< I
ND
ND
1995
139-172
106-662
60-107
24-43
24-95
ND***
1
1-156
< 1
< t
ND
ND
2005
144-171
104-518
L 67-114
27-48
30-1 19
ND
1
1-146
< I
< 1
ND
ND
The risk emulates an 95% upper confidence limits.
The risk estimata for asbestos, cadmium and etnylcne dibromide are for mbaa exposure only. Risks
for the other pollutants include bent urban and rural exposure.
ND - Not Determined.
*"1'1'The risk estimates arc upper bound estimates; therefor?, ifacy an not intended to repmcnt Ktuai numbers
of cancer cases but rather can be used to rank Ibe mobile source pollutants and to gaide further study. Table Liken
from "Air Toxics Emissions and Heakn Rioka from Motor Vehicles." presented by J,M Adkr and P.M. Cany n
the AWMA Annual Meeting, 1999.
102
November
-------
Discussion and Analysis of Results
Table 4-06. Risk Estimates for Ncmroad Toxic Emissions,
Nonroad/Highway Inventory Ratio
1,3-Butadiene
P articulates
Benzene
Formaldehyde
4,85
033
0.40
0,56
As Table 4-06 shows, 1,3-butadiene cancer risk estimates are extremely high for
nonroad sources compared to on-highway sources. This is due primarily to two factors. The
first factor relates to emission levels of 1,3-butadiene and the use of catalysts. Most on-
high way vehicles use catalysts and have 1,3-butadiene emissions that are about 0.35% of total
exhaust emissions. In comparison, few nonroad engines are so equipped, and as a result,
have 1,3-butadiene emissions that comprise about L3% of total exhaust hydrocarbons.
Further discussion of this difference is found in Appendix 1. The second factor relates to
crankcase use. While the majority of on-hlghway vehicles use a closed crankcase system,
most nonroad engines do not and, as a result, have higher 1,3-butadiene emissions.
Many toxics such as benzene, 1,3-butadiene, aldehydes, and gasoline vapors are
included in the broad category of pollutants referred to as volatile organic compounds
(VOCs). Measures to control VOC emissions should reduce emissions of these air toxics.
However, the magnitude of reduction will depend on whether the control technology reduces
the individual toxics in the same proportion that total VOCs are reduced.
As evidenced by the 1990 Clean Air Act Amendments, Congress recognized the need
to study and regulate emissions of air toxics from motor vehicles and fuels. The
Amendments require that EPA complete a study of emissions that pose the greatest risk to
human health or about which significant uncertainties remain by May 15, 1992. Also, EPA
must promulgate vehicle or fuel standards containing reasonable requirements to control toxic
emissions, applying at the minimum to benzene and formaldehyde, by May 15, 1995.
November 1991
-------
Engine and Vehicle Emission Study
4.2. AmdTsia of Inventory Methodologies
As outlined in Chapter 2, many of the inputs used to generate Inventory A and
Inventory B are based upon different sources of information. This section discusses the effect
that these differences could have on the inventory estimates. The results of this study could
also be affected by methodologies which overestimate or underestimate emission inventories,
as weil as factors such as photochemical modeling, nonseasonal temporal adjustments,
photochemical reactivity and transport. The potential impact of these factors on emission
inventories is also discussed in this section,
4.2.1. Data Differences
The results and analysis presented in Chapters 3 and 4 reveal mat Inventory A
generally estimates higher nonroad emissions than Inventory B. This difference in emissions
is primarily due to different local amounts of boat usage and annual fuel consumption
estimates for the recreational marine category, activity Jevel estimate* for tawnmowers and
population estimates for the construction category. The following highlights the differences
in each category,
Lawn and Garden Equipment—Both the Outdoor Power Equipment Institute (OPEI)
and the Portable Power Equipment Manufacturers Association (PPEMA) submitted local and
national population estimates, annual hoars of use, average horsepower, and load factors for
lawn and garden equipment. This data was used to estimate the emissions inventory for
Inventory B. Although there are several differences between the national populations, annual
hours of use, average honepowera, and load factors for lawn and garden equipment in
Inventories A and B, these tend to offset one another in most case*, resulting in similar
estimates of emissions from most lawn and garden equipment. The primary exception is
lawnmowers. Inventory A estimates for lawnmower populations, annual hours of use,
horsepower, and load factor are higher than those for Inventory B by 10%, 20%, 5%, and
20%, respectively, leading to activity level estimates for inventory A that are, in general,
about 70% higher than for Inventory B. Overall, Inventory A estimates lawn and garden
emissions that are about 10-15% higher than Inventory B.
104 November
-------
Discussion ami Anahm of Results
Recreational Equipment—The Motorcycle Industry Council (MIC) submitted survey
results for actual miles driven and seasonal activity for off-read motorcycles and all-terrain
vehicles. The seasonal activity levels were used by EPA to make seasonal adjustments for
both inventories. The International Snowmobile Industry Association (ISIA) submitted
national population and annual hours of use estimates for snowmobiles. The only substantial
difference between Inventories A and B, is the latter's lower annual usage estimates. While
this caused Inventory B's emission estimates from recreational equipment to be significantly
lower than Inventory A's, the impact on total nonroad emissions is small due to trie relatively
low contribution of the category,
Recreational Marine—Both inventories used local boat registration data as the basis
for making population estimates. However, the methods of allocating the number of boats
actually used in the nonattainment areas differ significantly. Inventory A relies on survey
results submitted by the National Marine Manufacturers Association (NMMA) from eight
nonattainment areas to establish the ratio of boats used to boats registered in the
nonattairunent area- For Inventory B, NMMA supplied a method of estimating the ratio of
boats used to boats registered baaed on the amount of water surface area in the nonatrainmtnt
are per registered boat, The methodology used for Inventory B yields estimates of boat usage
in the nonattainment areas that are about 10% lower than those in Inventory A. Another
factor accounting for the difference between the two inventories is the estimate of annual
gallons of fuel consumed. The average fuel use calculated for Inventory A from annual hour
of use, average horsepower, and load factor estimates is very similar to the fuel use survey
results reported by NMMA. However, NMMA believes that the reported fuel use in the
survey is overstated. Thus, for Inventory B, EPA adjusted the average amount of fuel
reported in the survey by the ratio of a national average fuel use calculation for outboard
motors, 91 gallons/year, to the average reported in the NMMA survey for outboard mot on.
142 gallons/year, before applying the results to the unsurveyed areas. Overall, emission
estimates in Inventory B arc about a third lower than those in Inventory A,
Industrial--The Industrial Truck Association (ITA) submitted population, animal hours
of use, load factor, and engine type estimates for forfclifts. The load factor estimates were
adopted by EPA fot both inventories. Overall, ITA's estimates yield emission inventory
estimates substantially lower than the foiklift estimates in Inventory A, primarily due to much
November 1991
-------
Nonroad Engine and Vt-hid* gm^ioa Study
lower annual hours of use estimates- Due to the relatively small amount of emissions from
forklifts compared to some other equipment types, the impact on the overall NOX inventory
was less than 3% (the impact on the VOC and CO inventories is much lower yet). No
information was submitted by industry for the other equipment types in this category.
Construction- Equipment Manufacturers Institute (EMI) submitted national
horsepower, national load factor, regional hours of use, and regional population estimates for
most of the equipment types in this category. Overall, the horsepower, load factor, and
annual hours of use estimates are similar to the estimates used in Inventory A. However,
EMTs population estimates are lower than those in Inventory A.
Agricultural, Airport Service, Light Commercialt Logging, and Commercial
Marine— No substantial amount of information was submitted by industry for these equipment
categories.
. Factors Causing Overestimation or Underestimation
EPA had sufficient information in several areas to know that methodologies used to
quantify emission inventories could tend to overstate or understate the actual inventories,
Where sufficient data was available to quantify the bias, corrections were incorporated into
the data used for the inventories developed for this study. However, in some cases, which are
discussed in this section, sufficient data was not available to make adjustments,
The estimates used for NO* emissions from highway vehicles and other area and point
sources are taken from the 1985 National Emission Report. While more recent NOT data Is
available on the national level, no general source of local NOX emissions is available after
1985- The level of emissions from highway vehicles in 1990 is actually somewhat lower due
to the replacement of older vehicles with new vehicles having more effective emission
controls.******* In this study, use of the 1985 data has the effect of overestimating NO*
emissions from other sources and, hence, underestimating the proportion of NOX emissions
from nonroad engines.
on National Air PoUutani Emistion Eniaaies; 194Q-1989, hi^iway NO* emisskms dujpped
between 1995 and
106 November
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Discussion and Analysis of Results
No estimates of emissions from personal watercraft (e.g., Jet Skis) are included in this
study due to lack of data, PSR does not compile information on personal watercraft iind rhe
survey conducted by Irwin Broh and Associates for NMMA contained numerous cases where
the respondent obviously misunderstood the category. This omission has the effect of slightly
understating the inventoiy estimates.
The emission factors developed by EPA for this study include new and more extensive
test data than previously incorporated into emission factor estimates. For the first time, the
emission factors also consider evaporative and refueling emissions. In addition, in-use
deterioration estimates were incorporated into a second set of emission estimates fat each
inventory. Nevertheless, the potential for inaccuracies still exist due to lack of data in some
areas.
Factors that may cause the emission factors and, hence, the inventories to be
understated arc:
* Spillage factor. Application of the spillage factor for on-high way vehicles to
large nonroad engines could result in underestimation of emission factors, since
on-highway users are likely to be more conscious of spilling fuel on themselves
and/or damaging the car's finish. Further, spillage from all equipment is likely
to be underestimated due to the fact that all icfuelings were assumed to be
complete fill-tips.
* Evaporative emissions. The absence of data on hot soak or running loss
emissions for nonroad vehicles and vapor displacement for gas can refueling
may have resulted in underestimation of total evaporative emissions.
* Wintertime CO emissions. All emission factor testing has occurred at typical
summertime temperatures (roughly 75°F), CO emissions, however, increase at
colder temperatures due to additional fuel enrichment and longer warmup
times. This effect was not accounted for in the determination of CO tpwd tor
nonroad engines due to lack of data. The proportion of cold start operation on
nonroad engines is unknown, but is Likely to be much lower than for
November 1991
-------
automobiles due to the tendency for most nonioad engines to be used for
extended periods of time. It should be noted that the en-highway mobile
source inventories used to determine the relative contribution of nonioad
emissions did include the effect of wintertime temperatures on emissions.
Crankcase CO and NOX emissions. Exclusion of crankcase CO and NOX
emissions could result in slight underestimation of nonioad emissions, even
though their contribution is relatively small.
4.2.3. Additional Considerations
Several factors that could potentially offset the contribution of nonioad engines to air
quality nonattainment were not incorporated into this study. Some were not included because
it was determined that to do so would not improve the validity of the results, while for others,
insufficient information was available to develop methodologies within the timeframe
mandated by Congress. This section discusses these factors, the reasons why they weir
excluded, and the potential impact (if any) on the results.
Nod-Seasonal Temporal AdjosUncofe-As previously discussed, EPA adjusted
nonioad equipment activity levels for seasonal variation in usage. The inventories in this
study arc expressed in average daily emissions during summer (tpsd) and winter (rpwd),
which are the seasons associated most strongly with ozone and CO nonattainment,
respectively. As discussed in Appendix L, ozone and CO exceedcnces occur during both
weekdays and weekends. Consequently, variations in source activity during the week and
during the day were not considered.
Photochemical Modeling—As has been noted elsewhere in this report, the formation
of ozone is an extremely complex process. It is difficult to understand the exact role played
by emissions from die thousands of sources inside and upwind of a particular nonattainment
area without it detailed photochemical model that takes into account not only manmade
emissions but also local wind and weather patterns and biogenic emissions. Only recently
have reliable photochemical models come into widespread use. The Regional Oxidant Model
(ROM) for large, multi-state areas and the Urban Airshed Model (UAM) for individual urban
November I
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Discussion and Analysis of Results
areas represent the state of the art in air quality modeling for attainment planning. Congress
has mandated thai the worst nonattainment areas use photochemical modeling as a tool in
developing individual customized plans for attaining the ozone standard.
EPA has not included photochemical modeling in this study for two reasons. First,
developing and calibrating these models for even one nanattainment area would not have been
possible within the deadline and budget for completion of this study. Second, the detailed,
localized information available from photochemical models of individual cities would have
added little additional relevant information to the overall question of the importance of
nonroad emissions to attainment problems nationwide. Photochemical models are useful in
deciding such questions as "On the margin, which kind of additional control would be more
effective in reducing ozone in a particular area, NOX or VOC7" Thus photochemical modeling
is important in seven; nonattainment areas, where very large emission reductions are needed
and each additional emission reduction strategy is likely to be costly. Detailed photochemical
modeling of all nanattainment cities is not required to reach the conclusion that the ozone
problem in urban areas across the United States is serious and attainment of the ozone
standard will require large reductions of both VOC and NOX emissions nationwide; that
conclusion has already been reached in the establishment of the CAA itself. The
photochemical modeling of alternative emission control strategies contained in the recent
ROMNET report11 offers additional support: ROMNET found that reductions in both VOC
and NOX emissions beyond the minimum requirements of the CAA and across the
northeastern U.S. would be required to bring the major East Coast cities into attainment of the
• ozone standard. Thus, EPA is satisfied that if nonroad sources ace found to be a significant
contributor of either NOT or VOCs, then they are a significant contributor to nonattainment of
the ozone standard.
Photochemical Reactivity—An issue related to photochemical modeling is whether
nonroad VOC emissions are, on average, more or less photochemical! y reactive than
emissions from other sources. As is evident from the discussion of toxic emissions from
nonroad engines, very little data exists on the amount of individual species of VOCs emit red
by nonroad engines. For the purposes of this study, EPA has assumed that the photochemical
reactivity of nonroad VOC emissions is the same, on average, as VOC emissions from other
sources. This is a reasonable assumption given that most nonroad engines are related to on-
November 1991
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Nonroad Enfl™ "•< Vefaicte Emission Study
highway engines and that on-highway engines are the single most important source of VOC
emissions in nonattainment areas.
Transport—During the past few years, it has become more apparent that ozone is a
regional and not a local air quality problem. Recent studies [* IS |6 have shown that
ozone and ozone precursors can travel long distances and affect air quality in areas at least
two hundred miles from die source of ozone -forming emissions under some circumstances.
Obviously, ozone does not respect the political boundaries enclosed by city, county, state, or
nonattainmcnt area lines,
Ozone transport complicates the assessment of nonroad emission contribution to urban
nonattainment. To keep this study to a manageable size, EPA decided to include only
equipment usage within the nonattainment areas in the inventory estimates. However, EPA is
aware that emissions from equipment outside the nonattainment area boundaries also will
affect the ozone level within nonattainment areas. Because emissions from equipment used
outside nonattainment area boundaries may affect air quality, but are not accounted for in the
inventories included here, the contribution of this equipment to urban nonattainment will be
underestimated in this study. Underestimation of the air quality impact of nonroad equipment
wiH be greatest for those types of equipment that have a substantial portion of their usage
outside urban areas, such as agricultural equipment and recreational equipment (including
marine pleasure craft).
It is difficult to quantify the underestimation of the nonroad impact on urban
nonattainment that is due to transport for several reasons. First, EPA does not have current
detailed information on nonfood populations and usage rates outside the areas considered in
this study. County-by-county inventories for nonroad equipment are contained in national
emission data bases, such as the inventories used in the National Acid Precipitation
Assessment Program (NAPAP), but these inventories are at a rather broad level of
categorization (such as "no«ro*d*dieser>, and use some obsolete emission factors. Second, it
is difficult to estimate exactly what proportion of the emissions outside nonattainment aicas
affect nonattainment area air quality. It would seem reasonable to assume that emissions
from sources 50 miles from a nonattainment area would have a greater impact than an
identical source 150 miles from the nonattainment area, but currently no accepted "distance
discount factor" is available that could be applied to inventories outside nonattainment areas,
November
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JJiscuasion and Analysis of Results
Third, the impact of transported emissions in any given area may vary considerably with
meteorological Conditions, particularly wind speed and direction. A study of transport in
California found that, in $ome air basins, transport may have an "overwhelming" impact on
ozone levels under one set of meteorological conditions, but an "inconsequential" impact
under another set of meteorological conditions. Finally, local topography would be expected
to influence the pattern and importance of transport in different areas. Transport
characteristics in a nonattainment area surrounded by mountains and valleys would be
different from those in nonattainment areas surrounded by fiat land.
To adequately assess the impact of transport on individual areas, detailed regional
oxidant models (ROMs) must be constructed. These models include thousands of parameterst
such as spatially distributed emission inventories for manmade and biogenic emissions over a
wide area, detailed meteorological data, and topographical characteristics. Construction of
these models was beyond the scope of this study. However, EPA's Office of Air Quality
Planning and Standards, in association with EPA regions and state authorities, has recently
completed a five-year study of transport and ozone formation in the Northeast, the Regional
Oxidant Modd for Northeast Transport {ROMNET). ROMNET concluded that emissions
outside the heavily urbanized northeast coastal "Corridor" contributed to nonattainment in the
Corridor. The ROMNET report states: "The results suggest that without stringent upwind
controls, ozone levels in parts of the Corridor may not be reduced to below the concentration
specified in the NAAQS even with stringent controls along the entire length of the Corridor."
(p. ES-11).
The ROMNET inventories and modeling results may be used to make an
"order-of-magnitude" assessment of the potential impact of transported nonroad emissions an
nonattainmeat. By looking at the effect of reducing upwind emission inventories on ozone
levels in particular nonattainment areas and at the proportion of nonroad emissions in the
upwind inventories, a rough estimate of the impact of transported nonroad emissions on these
cities under one set of meteorological conditions may be obtained. According to control
measure simulations in the ROMNET study, a reduction of 65% of the non-Corridor VOC
inventory and 60% of the non-Corridor NOjj inventory resulted in an average peak ozone
reduction of 8,6 ppb in the Corridor as a whole and 11.5 ppb average peak ozone reduction in
the nonattainment areas of Washington/Baltimore and Philadelphia. This implies that 1% of
November 199L
-------
ne and Vehicle Emiaaiop Stody
the non-Corridor VOC and NQX inventories account for 0.14 ppb of the peak ozone
concentration in the Corridor cities on average and about 0.18 ppb of the peak ozone
concentration in the Washington/Baltimore and Philadelphia areas. The ROMNET Study
assumed that nonroad engines accounted for 2.3% of the non-Cotridor VOC inventory and
4.4% of the non- Corridor NQ^ inventory in L985- Very roughly, this implies that transported
pollutants from nonroad sconces account for 0.5 ppb of the peak ozone concentrations in the
Corridor cities as a whole and 0,6 ppb of the peak ozone concentration in the Baltimore/
Washington and Philadelphia areas under the meteorological conditions modeled. If nonroad
sources are not controlled, transported pollutants from non-Corridor nonroad sources would
account for roughly 0 J-0,45% of the ozone level along the East Coast during nonattainment
episodes after implementation of the other measures in the 1990 CAAA. These estimates are
not included in the estimates of the impact of nonroad emissions on uiban nonattainment in
the rest of this report, because they were available for only a few cities under specific
circumstances and because the ROMNET nonroad emission estimates are likely to be greatly
understated.
EPA and state and local ait quality authorities are continuing their study of the impact
of transported emissions on urban nonattainment. Efforts an currently underway to further
characterize ozone formation and transport in the Northeast, and comprehensive ROMs
covering the Midwest and Southeast are also planned. A comprehensive study of ozone
transport in the Lake Michigan area has been launched by EPA's Region V and the states
surrounding Lake Michigan.
A more complete description of existing transport studies is contained in Appendix P.
4,3. Analysis of Nonroad Emission I
A great deal of effort and money has been expended on reducing emissions from a.
wide variety of sources, from the automobile to area sources such as dry cleaning and
bakeries, The CAAA of 1990 mandate additional controls in many areas and more stringent
controls on most of the equipment currently regulated. The purpose of this section is to help
put the nonroad emission contribution into context by comparing nonroad emissions to
currently regulated sources,
112 November 19
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and Analysis of Results
The nonroad emission inventories developed for this study estimate that the median
nonroad contribution to total VOC and NOX emissions for the nonattainment areas studied is
over 7% for VOC and over 14% for NOX. Based on emission inventories for all sources
given in National Air Pollutant Emission Estimates: 194Q-1989, the only source categories
with larger VOC contributions at the national level are on-highway mobile sources and
solvent evaporation. Also at the national level, the only source categories with greater NO^
contributions are on-highway mobile sources and electrical generation. Among the source
categories with lower estimated contributions are industrial combustion, industrial processes,
petroleum refining, and petroleum product storage and transfer. Ail of these other source
categories are currently subject to emission control regulations. The estimated contributions
of these categories are presented in Table 4-07.
Table 4-07. Contribution to Total Inventory
Pollutant
VOC
NO*
Source Category
On-highway Mobile
Solvent Evaporation
Nonroad
Petroleum Refining
Petroleum Product
Storage and Transfer
On-highway Mobile
Electrical Generation
Nonfood
Industrial Combustion
Industrial Processes
% contribution1****1*
25
24
7-13
3
7
29
32
14-17
14
3
Another comparison of nonraad emissions to other sources can be made by examining
the 1990 CAAA requirements for Reasonably Available Control Technology (RACT) on
stationary sources. RACT controls will now be required on all stationary sources with either
VOC or NOjc emission above 50 tpy in serious nonattainment areas, 25 tpy in severe area&,
IHHH Nonroad based on median contribubon determined by ibis study; ranges reflect the largest and sni
local contributions calculated by Inventories A and B with new engine and u-use emission factors. AJI
contribution estimates are based on data from National Air Pollution Emission Estimates; 19tQ-1989t and art ci\ MI
at the national level for 1989.
November 199 L
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Nomuad Engine aodVefaicte Emission Study
and 10 tpy in extreme areas. This means, for example, that an area designated as an
ozone nonattainment area is required to install RACT control on every stationary source over
10 tpy. By comparison, Table 4-08 provides the number of new vehicles 01 pieces of
equipment that it would take to generate 10 tpy, based on their typical yearly operation, For
the nonroad sources, me chart indicates the range between data used to develop A and B
national inventories,
Table 4-08. Comparison of Ozone Precursor Emissions from Various Vehicles
and Equipment
Vehicles or Equipment
Off-highway trucks
Crawler tractors
On-highway heavy-duty
diesel truck*
Agricultural tractors
Boats with outboard motors
Passenger Cars*
Chain saws
Lawnmoweis
String trimmers
No. for 10 tpy
1,6-2. i
10
20
24
74-142
700
730-1,630
1,680-2,380
2,8l(M,630
* Based on first-year emissions of a current
technology vehicle.
Because CO nofudtaJnment is usually more localized than ozone nonattainment,
comparisons of national CO emissions may be misleading, A comparison of nonroad and
highway CO emissions may, however, be made at the local level. Inventories developed for
this study indicate that tbc median nonroad contribution to local wintertime CO emissions
ranged from 5.2% to 9,4%, while the median contribution from highway vehicles was 81%.
114
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Chapter 5. Conclusions
A significant quantity of new information was generated by CARB, EPA, EPA
contractors, and the industry in response to California's proposed nonroad regulations and this
study. EPA used this new information and existing data to develop Inventories A and B As
a result, these inventories provide a more comprehensive picture of nonroad emission
contributions to VOC, NQX, CO and PM, than previously available. Among the findings of
this study aic the following;
1. Median nonroad contributions to the total emission inventory for the 24 areas are
estimated to be;
Inventory A
Inventory B
VOC (%)
9.1-12.6
7,3-10,3
NOI(%)
17,3
14.5
CO(%>
5.9-9,4
5.2-S.3
PM (%)
1.8
1.0
Congress mandated that EPA study emissions from nonroad sources to determine
whether such emissions cause or significantly contribute to air quality problems, and
in particular whether they are contributors to ozone or CO concentrations in more than
one CO or ozone nonattainment area. Of the nonattainment areas studied, the second
highest contribution to total inventories from nonroad engines and vehicles for VOC,
and CO U as follows:
Inventory A
Inventory B
VOC (%}
13.1-18.7
11.4*16.0
NO* <*)
29,3
31.1
C0<%>
9.0-14.2
8.5-13.3
The results discussed duroughout this report do not include the transport of ozone into
the nonattainment areas. The effect of ozone transport would be to increase the
emission contribution of typically nonurban equipment, such as agricultural,
November
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Nonroad Eapne and Vehicle EmugiM Study
recreational marine, and logging equipment. While this effect may be relatively small,
it is not insignificant,
4, Only on-highway vehicles, electric generation, and solvent evaporation have NOX
and/or VOC emissions that exceed those of nonroad equipment.
Recommendations for Inventory Improvements
The study identified a number of areas where inventory estimates could be affected by
the absence of data or the use of limited information. Nonroad inventory estimates could be
enhanced by collection of additional data, particularly in the area of emission factors. For
example, existing nonroad emission data allows an adequate assessment of tailpipe emissions
from relatively new engines. More information,, however, is needed to quantify other types of
emissions, such as evaporative t crankcase, and toxic emissions, and the effect of in-use
deterioration. Specifically, data should be obtained for the following areas:
1 . In-use emissions. Additional testing needs to be conducted on in-use engines
to further quantify the effects of deterioration on the different types of nonroad
engines.
2, Hot soak and running loss evaporative emissions. Currendy, no hot soak and
miming loss evaporative emission data exist for nonroad engines. Such
emissions are substantial for on-highway vehicles and can. vary significantly
according to the type of equipment on which an engine is installed. Therefore,
tests should be conducted to determine whether these emissions from nonroad
equipment need to be controlled.
3. Toxic emissions. EPA used the limited data that was available on toxic
emission from nonroad engines to make the assumptions regarding such
emissions. Such assumptions, particularly those for 1,3 -butadiene, should be
verified through further testing.
November
-------
Conclusions
4, Crankcase emissions, Further studies should be conducted to improve the
measurement of crankcase emission levels from nonroad engines and to
determine which engines use open and closed crankcases,
5 . Cold start emissions- Currently, no data are available on the contribution of
cold starts to nonroad emissions. Work should be undertaken to assess the
proportion of cold Start fuel enrichment operation on different types of nonroad
equipment, and then to measure the impact of such operation on total
emissions.
6. Emission data representativeness. Currently, twaroad emission data are
uniformly applied to all similar nonroad engines. Mote accurate emission
factors could be developed if emission testing were performed on engines
representative of the population.
7, Cycle representativeness. Steady state test cycles do not adequately
VQC, CO, and paniculate emissions generated during in-use transient
operation. To the extent that nonroad equipment encounters transient operation
in-use, steady state cycles could significantly understate emissions* especially
paniculate matter. The adjustments made in this study to account for transient
operation were based on very limited test data which applied only to dksel
engines. More work should be done to assess the typical operating cycles of
nonroad equipment Such characterizations would facilitate the assessment of
the amount and importance of transient operation on nonroad engines, as well
43 improve load factor estimates.
1991
-------
References
1. U.S. Congress. House, Report of the Committee on Energy and Commerce US. Hvuse
of Representatives. 101 Cong., 2d Sess,, 1990. RRept. 490, Pt 1, P.145,
2. U,S Environment a] Protection Agency. National Air Quality and Emissions Trends
Report, 1989. EPA-450/4-91-003, Research Triangle Park, NCOffice of Air Quality
Planning and Standards, February, 1991,
3. U.S. EPA. Trends Report
4. U.S. EPA. Trends RepQJt-
5, Ingalls, Melvin N. Nonroad Emission Factors of Air Toxics. Report 08-3426-005. San
Antonio, TX; Southwest Research Institute. June 1991.
6. Irwin Broh & Associates, Inc. NMMA Boat Usage Survey. Prepared for the National
Marine Manufacture's Association, DCS Plaines, IL. August 1991,
7. U,S. Environmental Protection Agency, 1985 National Emissions Report, Research
Triangle Park, NCOffice of Air Quality Planning and Standards, September, 1988.
8. U.S. Environmental Protection Agency, National Air Pollutant Emission Estimates: 1940-
1989. EPA-450/4-91-004. Research Triangle Part, NC: Office of Air Quality Planning
and Standards, March 1991,
9. U,S, Environmental Protection Agency, 1935 National Emissions Report. Research
Triangle Park, NCOffice of Air Quality Planning and Standards, September, 1988.
10. Carey, P.M. Air Toxics Emissions From Motor Vehicles, EPA~AA-TS5-PA-86-5. Ann
Arbor, MLILS, Environmental Protection Agency, September, 1987.
11, U.S. Environmental Protection Agency, National Air Pollutant Emission Estimates 1940 -
1989. EPA-450/4-91-004. Research Triangle Park, NCOffice of Air Quality Planning
and Standards, March 1991.
12. Adler, J.M,, and P.M. Carey, Air Ttrxics Emissions and Health Risks from Mobile
Sources. AWMA 89-34A.6, presented at the Air & Waste Management Association 82nd
Annual Meeting, Anaheim CA, June 1989, Ann Arbor, MI:U,S> Environmental Protection
Agency, June 1989.
13 U.S. Environmental Protection Agency, Regional Oxidant Modeling for Northeast
Transport (ROMNET). EPA^50/4-91-002a. Research Triangle Part, NC;Office of Air
Quality Planning and Standards, June L99L
14. U,S, EPA. RQMJSTET.
15, Sillman, S-, J, Logan, and 5. Wofsy. "Sensitivity of Ozone to Nitrogen Oxides and
Hydrocarbons in Regional Ozone Episodes." Harvard University, Cambridge, MA.
Revised Manuscript, July 7, 1989,
-------
16. California Air Resources Board. Assessment and Mitigation of the Impacts of
Transported Pollutants on Ozone Concentrations within California, El Monte, CA:State
of California, June 1990,
November 1991
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Makeup of the Non-road Diesel Engine industry
(over 37kW (50 Hp))
Aver Load
Population HrsfYear Hp (t) g/Bhp-hr
Agricultural Tractors 2,519k 411 98 70% 11.2
Tractors/Loaders 189 700 71 33 10.1
Terminal Tractors 65 1,200 96 82 14.0
Concrete/Industrial Saws 61 487 56 73 11.0
Swathers 50 100 32 62 11.5
ForkllftS 47 850 83 30 14.0
Paving Equipment 44 507 99 53 11.0
Rollers 43 602 99 59 9,3
Sweepers/Scrubbers 37
Rough Terrain Forklifts 25
Other Agric Equipment 16
Chippers/Stump Grinders 17
Asphalt Pavers 12 814 77 56% 10.3
Sprayers 10 33 92 50 7.8
All Others 12
50-100 Hp 3,149k
Combines 285k 812 107 51% 14.0
Crawlers/Tractors 159 1,021 134 57 10.3
Graders 64 924 147 54 9.6
Excavators 52 1,190 143 59 10.6
Skldders 31 1,398 131 49 11.3
Gen) Industrial Equip 18 812 107 51 14.0
Other Construction Eq 12
Aircraft Support Equip 10
Crushing/Processes 7
Matt Handling 5
100-175 Hp 643k
Rubber-tired Loaders 130k 1,398 175 54% 10.3
Cranes 98 701 194 43 10.3
Off-hiway Tractors 39 859 214 65 11.9
Ofl-hlway Trucks 19 3,293 658 25 9.6
Scrapers 16 1,365 290 60 8.7
Feller s/Bunchers 16 1,110 183 n 11.3
RubbeMlred Dozers 8 818 356 59 9.6
Bore Drill Rigs 8 389 209 75 11.0
over 175 Hp 334k
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