Part  II - OFF-HIGHWAY MOBILE SOURCES

                               INTRODUCTION

     This  section contains emission rates  for  eight types of off-highway
mobile  sources.  The  emissions  of six  of  these  types  of   sources  are
unchanged  from the previous  edition and  supplements.   Changes have been
made inboard  powered vessels  and diesel  powered  heavy-duty  construction
equipment.  The changes  for these two sources are summarized below.

Inboard  Powered  Vessels  -  Only  one  item  has  been  changed  since  the
previous  edition.   This change  was the  deletion  of the  1550 horsepower
diesel  emission factors from  Table II-3.3  because  they  were for a 1550
horsepower steam engine  and not a diesel engine.

Construction  Equipment  -  The  emission   factors  for  heavy-duty  diesel
construction  equipment  are  based  on  a  recent  study by  Environmental
Research  and  Technology,  Inc.   Some  of  the  categories  of   construction
equipment  have changed.   The emission factors  for  heavy-duty gas powered
construction equipment are the same as in the previous edition.

Comments  on  Other  Studies  -  Recently  there  have  been   two  studies
undertaken for off-highway mobile sources.  The first  one deals strictly
with   inboard   powered  vessels,   and   is   entitled   "Emission  Factor
Documentation  for AP-42:  Section  3.2.3  Inboard  Powered Vessels"  (EPA
450/4-84-001).   The   second  report  discusses  locomotives,    construction
equipment  and  inboard  powered  vessels,   and  is  entitled   "Recommended
Revisions to Gaseous  Emission  Factors  for Several Classes of Off-Highway
Vehicles  -  Final  Report"  (EPA  460/3-85-004, March  1985).   The following
are EPA's  comments  on  material  presented  in these  reports   relative  to
AP-42.

Locomotives -  The current emission factors for locomotives  are  based on
tests of three  in-use  locomotives.   The  second report  located data  on at
least  fifteen  new locomotives,  and recommended updating the  emissions to
this new  data set.  The report also  suggested that the  duty cycle  for
locomotives include  some engine  shut-down in place  of  some  engine  idle,
mostly based on the  fact that  fuel costs  are  higher and  companies  would
encourage  engine  shut-down  as  a  cost  saving  measure.   The  previous
emission  factors  do  not assume  any  engine shut-down during  the  duty
cycle.   EPA  has  not  adopted the  new emission  factors,  and  instead  has
retained the  previous  emission  factors   for  two  reasons.   First,  there
does not  appear  to  be  any verifiable  basis for  picking  the  percent  of
engine  shut-down  time  during  the  duty   cycle.   Second,  EPA has  become
aware of a larger data set of  in-use locomotives with emission data.   EPA
intends to analyze these data  in the near  future,  and  feels   it  would  be
inappropriate  to  update  the  locomotive emission factors with  the fifteen
locomotives on an interim basis,  only to  change  them at  a later date.

Inboard Powered Vessels  - The  first report  compiled  available  data  on
inboard powered vessels  and attempted  to estimate  the  emission  factors.
                                     H-i

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The   second   report  critiqued   the   first  report,   and   found   some
inconsistencies  in   the   manner   in  which  the  emission  factors  were
estimated.   The  second  report  recommended  only  two  changes  to  the
existing  emission  factors —  one  was the removal of  the 1550 horsepower
emission  rates  from  Table II-3.3.   (This engine was  a steam  boiler,  and
not diesel  powered  as  presented.)   This we have  done.    The second was
the addition  of some new emission  rates  for diesel  engines  above  3000
horsepower,  but  at  only  one  load  setting  and  in units  which  were
inconsistent  with   those  in   Table  II-3.2.    EPA  investigated   the
possibility of  converting  the new  data  into  the  old units but  had no
basis for  estimating the  appropriate  conversion factor.   Therefore,  the
previous emission factors (at 3600 horsepower) are retained.

Future Work -  Beside locomotives,  EPA may also  soon undertake a study of
emissions  from  new  aircraft.   Emission standards for new  aircraft  took
effect in  1984;  therefore,  all 1984 and newer  aircraft should have lower
emissions than the rates presented herein.   However,  the  present emission
rates for  aircraft  are  sufficient for now,  since the majority of aircraft
in use are pre-1984 uncontrolled technology.
                                      Il-ii

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   II- 1  AIRCRAFT

   II- 1.1  General

       Aircraft engines are of two major categories, reciprocating piston
  and gas turbine.

       In the piston engine, the basic element is the combustion chamber,
  or cylinder, in which mixtures of fuel and air are burned and from which
  energy is extracted by a piston and crank mechanism driving a propeller.
  The majority of aircraft piston engines have two or more cylinders and
  are generally classified according to their cylinder arrangement -
   either "opposed" or "radial".  Opposed engines are installed in most
  light or utility aircraft, and radial engines are used mainly in large
  transport aircraft.  Almost no singlerow inline or V-engines are used in
  current aircraft.

       The gas turbine engine usually consists of a compressor, a combus-
  tion chamber and a turbine.  Air entering the forward end of the engine
  is compressed and then heated by burning fuel in the combustion chamber.
  The major portion of the energy in the heated air stream is used for
  aircraft propulsion.  Part of the energy is expended in driving the
  turbine, which in turn drives the compressor.  Turbofan and turboprop
  (or turboshaft) engines use energy from the turbine for propulsion, and
  turbojet engines use only the expanding exhaust stream for propulsion.
  The terms "propjet" and "fanjet" are sometimes used for turboprop and
  turbofan, respectively.

       The aircraft in the following tables include only those believed to
  be significant at present or over the next few years.

       Few piston engine aircraft data appear here.  Military fixed wing
  piston aircraft, even trainers, are being phased out.  One piston
  engine helicopter, the TH-55A "Osage", sees extensive use at one train-
  ing base at Ft. Rucker, AL (EPA Region IV), but engine emissions data
  are not available.  Most civil piston engine aircraft are in general
  aviation service.

       The fact that a particular aircraft brand is not listed in the
  following tables does not mean the emission factors cannot be calculated.
  It is the engine emissions and the time-in-mode (TIM) category which
2/HO                     Internal Omil>n>lioti En^im- Sources.              II-1-1

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  determine  emissions.   If  these  are  known,  emission  factors  can  be
  calculated in  the  same way  that the following  tables  are  developed.

       The civil and military aircraft classification system  used is  shown
  in  Tables  II- 1-1  and  II- 1-2.   Aircraft have  been  classified by kind  of
  aircraft and the most  commonly  used engine for that kind.   Jumbo jets
  normally have  a miximum of  about 40,000 pounds thrust per engine, and
  medium  range jets  about 14,000  pounds  thrust per  engine.  Small piston
  engines develop less than 500 horsepower.

   II- 1.2  The Landing/Takeoff Cycle  and Times-in-Mode

       A  landing/takeoff (LTO) cycle  incorporates all of  the  normal
  flight  and ground  operation modes (at  their respective  times-in-mode),
  including:  descent/approach from approximately 3000  feet (915  m) above
  ground  level  (AGL), touchdown,  landing run, taxi  in,  idle and shutdown,
  startup and idle,  checkout,  taxi out,  takeoff,  and  climbout to  3000  feet
  (915m)  AGL.

       In order  to make  the available data manageable,  and  to facilitate
  comparisons, all of these operations are conventionally grouped into
  five standard  modes:   approach,  taxi/idle  in,  taxi/idle out,  takeoff and
  climbout.   There are exceptions.  The  supersonic  transport  (SST) has a
  descent mode preceding approach.  Helicopters  omit  the  takeoff  mode.
  Training exercises involve  "touch and  go"  practice.   These  omit the
  taxi/idle  modes, and the  maximum altitude  reached is  much lower.  Hence,
  the duration  (TIM) of  the approach  and climbout modes will  be shorter.

       Each  class of aircraft  has its own typical LTO cycle (set  of TIMs).
  For major  classes  of aircraft,  these are shown in Tables  II- 1-3 and
   II-1-4.   The  TIM  data appearing in these  tables  should be  used for
  guidance only  and  in the  absence of specific observations.   The military
  data are inappropriate to primary training.  The  civil  data apply to
  large,  congested fields at  times of heavy  activity.

       All of the data assume  a 3000  foot AGL inversion height  and an
  average U.S. mixing depth.   This may be inappropriate at  specific
  localities and times,  for which specific site  and time  inversion height
  data should be sought.  Aircraft emissions of  concern here  are  those
  released to the atmosphere  below the inversion.   If local conditions
  suggest higher or  lower inversions,  the duration  (TIM)  of the approach
  and climbout modes must be  adjusted correspondingly.

       A more detailed discussion of  the assumptions  and  limitations
  implicit in these  data appears  in Reference 1.

       Emission  factors  in  Tables  II- 1-9 and II- 1-10  were determined
  using the  times-in-mode presented in Tables II- 1-3 and II- 1-4, and
  generally  for  the  engine  power  settings given  in  Tables II- 1-5 and
   II- 1-6.
II- 1-2                      EMISSION F\< TORS                         2/KO

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        Table II- 1-1. CIVIL AIRCRAFT CLASSIFICATION3
      Aircraft
                                                 Engine
                             No.
                                       Mfg.
Type	Model/Series
Supersonic transport

  BAC/Aerospatiale  Concorde   4

Short,  medium,  long range
  and jumbo jets

  BAC 111-400                2
  Boeing 707-320B             4
  Boeing 727-200             3
  Boeing 737-200             2
  Boeing 747-200B             4
  Boeing 747-200B             4
  Boeing 747-200B             4
  Lockheed L1011-200          3
  Lockheed L1011-100          3
  McDonnell-Douglas DC8-63    4
  McDonnell-Douglas DC9-50    2
  McDonnell-Douglas DC10-30   3

Air carrier turboprops  -
  commuter, feeder  line and
  freighters

  Beech 99                   2
  GD/Convair 580             2
  DeHavilland Twin  Otter      2
  Fairchild F27 and FH227     2
  Grumman Goose              2
  Lockheed L188 Electra      4
  Lockhead L100 Hercules      4
  Swearingen Metro-2          2

Business jets

  Cessna Citation             2
  Dassault Falcon 20          2
  Gates Learjet 24D          2
  Gates Learjet 35, 36        2
  Rockwell International
    Shoreliner 75A            2

Business turboprops
  (EPA Class P2)

  Beech B99 Airliner          2
  DeHavilland Twin  Otter      2
  Shorts Skyvan-3             2
  Swearingen Merlin IIIA      2

General aviation piston
  (EPA Class PI)

  Cessna 150                 1
  Piper Warrior              1
  Cessna Pressurized
    Skymaster                2
  Piper Navajo Chieftain	2
                                       RR
                                       RR
                                       P&W
                                       P&W
                                       P&W
                                       P&W
                                       PiW
                                       RR
                                       RR
                                       RR
                                       P&U
                                       P&W
                                       GE
                                       PWC
                                       All
                                       PWC
                                       RR
                                       PWC
                                       All
                                       All
                                       GA
                                       PiW
                                       GE
                                       GE
                                       GE

                                       GE
                                       PWC
                                       WC
                                       GA
                                       GA
                                       Con
                                       Lye

                                       Con
                                       Lyn
                                                 TF
TF
TF
TF
TF
TF
TF
TF
TF
TF
TF
TF
TF
TP
TP
TP
TP
TP
TP
TP
TP
TF
TF
TJ
TF

TF
TP
TP
TP
TP
          Olymp.  593-610
Spey 511
JT3D-7
JT8"D-17
JT8D-17
JT9D-7
JT9D-70
RB211-524
RB211-524
RB211-22B
JT3D-7
JT8D-17
CF6-50C
PT6A-28
501
PT6A-27
R. Da. 7
PT6A-27
501
501
TPE 331-3
JT15D-1
CF700-2D
CJ610-6
TPE 731-2

CF 700
PT6A-27
PT6A-27
TPE-331-2
TPE-331-3
          0-200
          0-320

          TS10-360C
          T10-540
.References 1  and  2.
 Abbreviations:  TJ -  tubojet, TF - turbofan, TP - turboprop,  R -
 reciprocating piston, 0 - opposed piston.  All - Detroit Diesel Allison
 Division of General Motors, Con - Teledyne/Continental, GA - Garrett
 AiResearch, GE -  General Electric, Lye - Avco/Lycoming, P&W - Pratt &
 Whitney, PWC  - Pratt  & Whitney Aircraft of Canada, RR - Rolls Royce.
             Internal  <'omltu>ti<>ii Kiiuim- Sourer
                           II- 1.3

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                                  Table TI-1-2.  MILITARY AIRCRAFT CLASSIFICATION3
     Aircraft
     mi ssiun
     (Class)
Contba t
Horaber

Transport
I'atrul/Antl.sub
Trainer
Hclicopter
   DOD       I'opular name
PL* si gnat ion	
                    A-4
                    A-7
                    F-4
                    F-5

                    F-14
                    F-15A
                    F-16

                    B-52
             Skyhawk
             Corsair 2
             Phantom 2
             Freedom Fighter/
              Tiger 2
             Tomcat
             Eagle
                             Stratofortress
                                                                                                       Power plant
                                Manufacturer
                                                    Service
                                       No. 4 Type
Mc[»-Doug
Vought
MeD-Doug
Northrop

CruBHan
MeD-Doug
CD/FW

Boeing
C-SA
C-130
KC-135
C-141
P-3C
S-U
T-34C
T-38
UH-1H
Hll- 3

CII-47
Calaxy
Hercules
Stratotanker
Starl if ter
Orion
Viking
Turbo Mentor
Talon
Iroquois/Huey
Sea King/Jolly
(ireen Giant
Chinook
GELAC
GELAC
Boeing
GELAC
CALAC
CALAC
Beech
Northrop
Bell
Sikorsky

Hoeing Vertol
USN, USMC           1      TJ
USN                 1      TF
USAF, USN           2      TJ
USAF                2      TJ

USN                 2      TF
USAF                2      TF
USAF                1      TF

USAF                8      TJ. TF
                                                    USAF                4      TF
                                                    USAF, USN, USCC     4      TP
                                                    USAF                4      TJ
                                                    USAF                4      TF
                                                    USN                 A      TP
                                                    USN                 2      TF

                                                    USN                 1      TP
                                                    USAK                2      TJ

                                                    USA, USN            1      TS
                                                    USAF, USN, USCC     2      TS

                                                    USA                 2      TS
                                       Mfg.'
Designation
P&W
All, P&W
CE
CE
P&W
P&W
P&W
J52, J65
TF41, TF30
J79
J85
TF30, F401
FIDO
FIDO
                                                                                           P&W
                                                           GE
                                                           All
                                                           P&W
                                                           P&W
                                                           All
                                                           CE

                                                           PWC
                                                           CE
                                                                                                           Lye
                                                                                                    J57, TF33
                                                 TF39
                                                 T56
                                                 J57
                                                 TF33
                                                 T56
                                                 TF34

                                                 PT6A
                                                 J85
                                                          Lye, GE   T53, T58
                                                          CE        T58
                                                                                                                     T55
 Reference 1.   USN -  U.S.  Navy, USMC - U.S. Marine Corps,  USAF -  U.S. Air Force, USCG - U.S.  Coast  CuaYd, USA - U.S. Array.
 Abbreviations:   All  -  Detroit Diesel Allison Division of  General Motors, CALAC - Lockheed -  California, GD/FW - General Dynamics,
 Ft. Worth,  CE - General  F.lec-tric, (;EI.AC - Lockheed-Georgia,  Lye  -  Lyconing, McD-Doug - McDonnell Douglas, P&W - Pratt & Whitney,
 I'WC - Pratt & Whitney  Aircraft of Canada.
CTJ - Turbojet,  TF -  Turbofan, TP - Turboprop, TS - Turboshaft.
               II-  1-4
                                  EMISSION FACTORS
                                                         2/80

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           Table  II-1-3.  TYPICAL  DURATION FOR CIVIL LTO CYCLES

                  AT LARGE CONGESTED METROPOLITAN AIRPORTS3
Aircraft

Commercial
carrier
Jumbo, long
and medium
range j et°
Q
Turboprop
Transport-
piston
General
aviation
Business jet
Turboprop
Piston
Helicopter
Taxi/ Takeoff
Idle out


19.0 0.7
19.0 0.5
6.5 0.6


6.5 0.4
19.0 0.5
12.0 0.3
3.5
Mode
Climbout


2.2
2.5
5.0


0.5
2.5
5.0
6.5
Approach


4.0
4.5
4.6


1.6
4.5
6.0
6.5
Taxi/
Idle in


7.0
7.0
6.5


6.5
7.0
4.0
3.5
Total


32.9
33.5
23.2


15.5
33.5
27.3
20.0
  , Reference 3.  Data given  in minutes.
   Same times as EPA Classes  T2,  T3  and  T4 (Note b,  Table  II-1-5) .
  "rSame times as EPA Classes  Tl  and  P2  (Note b,  Table  II-1-5) .
   Same times as EPA Class PI (Note  b, Table II- 1-5).
2/80
Internal < <>ml>u>tioM Ennirn- Sourer
II- I-S

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          Table  II-1-4.   TYPICAL DURATION FOR MILITARY LTO CYCLES'
Aircraft TIMb
Mode



Code

Combat
USAF 1
USNd 2
Trainer -
Turbine
USAF T-38 3
USAF general 4
USNd 2
Transport -
Turbine
USAF general 5
USNf 6
USAF B-52
and KC-135 7
Military -
Piston 8
Military -
Helicopter 9
Taxi/ Takeoff
Idle out

18.5 0.4
6.5 0.4

12.8 0.4
6.8 0.5
6.5 0.4

9.2 0.4
19.0 0.5
32.8 0.7
6.5 0.6
8.0
Climbout

0.8
0.5

0.9
1.4
0.5

1.2
2.5
1.6
5.0
6.8
Approach

3.5 •
1.6

3.8
4.0
1.6

5.1
4.5
5.2
4.6
6.8
Taxi/
Idle in

11.3
6.5

6.4
4.4
6.5

6.7
7.0
14.9
6.5
7.0
Total

34.5
15.5

24.3
17.1
15.5

22.6
33.5
55.2
23.2
28.6
   Reference 1.  Data given in minutes.   USAF - U.S.  Air Force,  USN - U.S.
   Navy.
   TIM Code defined in Table  II-1-5.
  £
  .Fighters and attack craft only.
   Time-in-mode is highly variable.   Taxi/idle out and in times  as high as
   25 and 17 minutes, respectively,  have been noted.   Use local  data base if
   possible.
   Includes all turbine craft not specified elsewhere (i.e., transport,
  ,cargo, observation, patrol, antisubmarine, early warning, and utility).
   Same as EPA Class P2 for civil turboprops.
II-
EMISSION FACTORS
                                                                        2/80

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            Table  11-1-5.   ENGINE POWER SETTINGS FOR TYPICAL EPA
                           LTO COMMERCIAL CYCLES3
Mode

Taxi/Idle (out)
Takeoff
Climbout
Approach
Taxi/Idle (in)
Power
Class Tl,
Idle
100
90
30
Idle
setting (% thrust
P2b Class T2.T3
Idle
100
85
30
Idle
or horsepower)
, T4b Class Plb
Idle
100
75 - 100
40
Idle
Helicopter


Undefined

  a.
   References 1 and 3.
   As  defined by EPA (Reference 3):
   Class Tl is all aircraft turbofan or turbojet engines except Class T5
     of rated power less than 8000 Ibs thrust.
   Class T2 is all turbofan or turbojet aircraft engines except Classes
     T3, T4 and T5 of rated power of 8000 Ibs thrust or greater.
   Class T3 is all aircraft gas turbine engines of the JT3D model family.
   Class T4 is all aircraft gas turbine engines of the JT8D model family.
   Class T5 is all aircraft gas turbine engines on aircraft designed to
     operate at supersonic speeds.
   Class PI is all aircraft piston engines,  except radial.
   Class P2 is all aircraft turboprop engines.
           Table II- 1-6.   ENGINE-POWER SETTINGS FOR A TYPICAL LTO
                               MILITARY CYCLE3
Mode

Taxi/Idle (out)
Takeoff
Climbout
Approach
Taxi/Idle (in)
Power setting
Military
transport
Idle
Military
90 - 100
30
Idle
(% thrust or
Military
jet
Idle
horsepower)
Military
piston
5-10
Military
helicopter
Idle
Military or
Afterburner 100
Military
84 - 86
Idle
75
30
5-10
60 - 75
45 - 50
Idle
    Reference 1.
2/HO
Internal (.om)ui>linn Kn^inc Source
                                                                      II-1-7

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              TABLE U-l-7. MODAL EMISSION RATES-CIVIL AIRCRAFT ENGINES"
Model -Seriett
Mfgb Typeb
ZSOB17B
All. TP
501D22A
All. TP
TPE 331 -i
GA TP
TPE331-2
GA TP
TPE 731-2
GA Tr
CJ 61U-2C
GE TJ
CF70U-2D
GE TF
CF6-6D
GE TF
CF6-50C
GE TF
Mode
Idle
Takeoff
Climboul
A pproach
Idle
Takeoff
Chmbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle-
Take-off
C Umbout
Approach
Idle
Takeoff
Climbout
A pproach
IdU-
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
A pproach
Idle
Takeoff
Chmbout
Approach
Fuel Rate
Ib/hr
63
26j
85
610
2J76
2198
1 140
1 12.0
4btt.O
4U9.0
250.0
105.0
405.0
372 0
220.0
181.0
1552.0
1385.0
S21.0
510.0
2780 .0
2430.0
1025.0
460
2607
2322
919
1063
13750
1 1329
3864
1206
18900
15622
5280
kg/hr
28.58
120.2
1111
38.56
276.7
1078
997
SIM
bO.tt
20?. 7
185.5
113.4
47.6
183.7
168.7
99.8
82.1
704.0
628.2
236.3
231.3
1261.0
1 102.0
464.9
208.7
1 182
1053
416.9
482.2
6237
5139
1753
547
8573
7104
2395
CO
lu/hr
6.13
2.07
2 21
4.13
26.60
4 85
4.53
5.81
6 89
0.350
0.40(1
1.74
6.73
0 38
0.51
3.65
11.11
1.B6
1.80
9.53
79.05
75.06
65.61
90.20
/I. 30
.57.35
5b 05
56.9B
65.06
8.25
6.80
23 18
88.04
0.38
4.70
22.70
kg/l.r
2 78
0.939
1.00
1.87
12.07
2.20
2.05
2.64
3.12
0.159
0. 181
0.789
3.05
0.172
0.231
1.66
5.04
0.844
0.816
4.32
35.86
34.05
29.76
40.91
32.34
26.01
26.33
25.X.5
29.51
3.74
3.03
10.61
39.93
0.172
2.13
10.30
NO',
Ib/hr
0.09
1.75
1.46
0.19
2.15
21.10
20.27
8.54
0.320
5 66
4.85
2 48
0.27
4.14
3.6^
1.82
0.54
29.8
23.68
3.59
0.46
11.68
8.99
1 54
041
14.60
9.98
1,65
4.88
467.5
309.2
41.54
3.02
670.95
462.0
52.8
kg/hr
0.041
0.794
0.662
0.086
0.975
9.57
9. 19
3.87
0. 145
2.57
2.20
1.12
0.22
1 88
1.67
0.826
0,245
13.52
10.74
1.63
0.209
5.30
4.08
0.6V8
0. 186
6 62
4.53
0.748
2.21
212.1
140.2
18.84
1.37
304.3
209.6
23.95
a
ToUl HC
Ib/hr
1.27
0.07
0.09
0.44
10.74
0.67
1.96
223
8 86
0.050
0.060
0.160
9 58
0. 16
0.15
0.59
4.05
0.14
0.12
1.51
9.18
0.28
0.49
2,77
8.28
0.26
0.23
1.29
21.79
B.25
6.80
6.96
36.18
0.19
0.16
0.05
Wg/hr
0.576
0.032
0.041
0.200
4.87
0.304
0.889
1.01
4 02
0.023
0.027
0.073
4.34
0.072
0.068
0.268
1.84
0.064
0.054
0 685
4.16
0.127
0.222
1.26
3.76
0.118
0.104
0.585
9.88
1.74
3.08
J.16
16.41
0.086
0.073
0.021
SOx Particular/

0.06
0.27
0.25
0.09
0.61
2.38
2 20
1.14
0.11
0.46
0.41
0.25
0.11
0.41
0.37
0.22
0.18
1.55
1.39
0.52
0.51
2.78
2.43
1.03
0.46
2.61
2.32
0.92
1.06
13.75
11.33
3.86
1.21
18.90
15.62
5.28
kg/hr Ib/hr kg/hr
0.03
0.12
0.1 1
0.04
0 28
1.08
1.00
0.52
0.05 0.3* O.I48
0.21 08 0.36
0.19 0.6 0.27
0.11 0.6 027
0.05 (A«»ume 331-3
0.18 data)
0.17
0.10
0.08
0.70
0.63
0.24
0.23
1.26
1.10
0.46
0.21
1.18
1.05
0.42
0.48 0.04* 0.02*
6.24 0.54 0.24
5.14 0.54 0.24
1.75 0.44 0.20
0.55 (A'lume CF6-6D
8.57 data)
7.10
2.40
II- I-K
EMISSION FACTORS

-------
                            TABLE II-1-7 (CONTINUED)
Model-Seriei
Mfgb Typeb
JT3D-7
PfcW TF
JT8D-17
PfcW TF
JT9U-7
P4.W TF
JT9D-70
PJ
-------
                         TABLt II-1-7 (CONTINUtD)
Model-Serie*
Mfgb Type6
RB-211-22B1
RR Tf


RB-21I -5241
RR TF


HK-401-061
RR TF


Dart RDa7'
KI( IP


1'yneK- '
RR TH


Olympus 593'
MK610
RR (Brintol)

0-200
Con. O


TSIO-360C
Con. O


6-285-B
(Tiara)
Con. O

Mode

Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
C limbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoft
Climbout
Descent
Approach
Idle
TaKeoff
Climbout
Approach
IdU
Takeoff
C limbout
Approach
Idle
Takeoff
Climbout
Approach
Fuel
Ib/hr
1718
14791
12205
4376
1769
17849
1468ft
5450
330
2400
2130
775
41 1
1409
1248
645
b!9
2372
2188
1095
3060
52200
19700
5400
9821
8.24
45.17
45.17
25.50
1 1.5
133.
99.5
61.0
72.12
153.0
166.0
83.5
Rate
kg/hr
779.3
6709
5536
1985
802.4
8096
6662
2472
149.7
1089
966.2
351.5
186.4
639.1
566 1
292.6
280.8
1076
922.5
496.7
1388
23673
8936
2449
4455
3.75
20.53
20 51
11.59
5.21
60.3
45.1
27.7
10.03
69.39
52.61
37.88

Ib/hr
137.6
5.62
14.89
93.78
35.91
7.32
7.34
11.72
10.07
2.40
2.77
5 04
37.61
4.79
4 26
21.48
40.79
1.21
1.29
1 1 30
342.7
1513.8
275.8
426.6
451.8
•> M
44 0
44.0
30.29
6.81
143.9
95.6
60.7
26.23
152 7
110.9
85.39
CO
kg/hr
64.42
2.55
6.75
42.54
16.29
3.32
3.33
5.32
4.57
1.09
1.26
2.29
17.06
2.17
1 .91
9.74
18.50
0.549
0.585
5.13
155.4
686.5
125.1
193.5
204.9
242
21) o
20.0
13.75
3.09
65.3
43.4
27.5
11.90
69.3
50.3
38.77
NO
Ib/hr
5.31
504.1
301.9
32.26
4.74
660.4
470.0
62.89
0.825
30.0
24.07
3.88
0.292
8.51
5.55
0.568
0.477
27.11
25.23
9.00
9.72
542.9
169.4
18.9
41.25
0.013
0.220
0.220
0.029
0.022
0.36
0.43
0.23
0.0334
0.899
0.913
0.394
c
X
kg/hr
2.41
228.7
136.9
14.63
2.15
299.6
213.2
28.53
0 )74
11 61
10. 92
1.76
0 132
3. Hi.
2.52
0.258
0.216
12.30
11.44
4.08
4.41
246.2
76.84
8.6
18.71
0.006
0.100
0. 100
0.013
0.009
0. 16
0.20
0.10
0.0152
0.408
0.41-4
0.179
Total
Ib/hr
100.1
29.14
8.30
32.16
5.43
1.96
2.50
0.545
0.924
0 120
0.107
0.155
25.52
8.75
2.15
0.0
6.63
2.87
263
2.68
119.3
151.4
31.52
132.3
93.30
0.239
0.940
0.940
0.847
1.59
1.22
0.95
0.69
0.773
1.78
1.39
1.343
HCd
kg/hr
45.36
13.22
3.76
14.59
2.46
0.889
1.13
0.247
0.419
0.054
0.049
0.070
1 1.58
3.97
0.975
0.0
3.01
1.31
1.19
1.22
54.11
68.7
14.30
60.0
42.32
0.107
0.427
0.427
0.385
0.723
0.55
0.43
0.31
0.350
0.806
0.632
0.609
so;
Ib/hr
1.72
14.79
12.21
4.38
1.77
17.85
14.69
5.45
0.33
2.40
2.13
0.78
0.41
1.41
1 25
0.65
0.62
2.37
2.19
1.10
3.06
52.2
5.4
9.82
0.0
0.01
0.01
O.U1
0.0
0.03
0.02
0.01
0.0
0.03
0.02
0.02
e
it Particulatei'
kg/hr Ib/hr kg/hr
0.78
6.71
5.54
1.99
0.80
8.10
6.67
2.47
0.15
1.09
0 97
0.15
0.19
(I 64
0.57
0.2')
0.28
1 OH
0.99
0.50
1.39
23.7
8.94
2.4
4.46
0
0
0
0
0.0
0.01
0.01
0.01
0.0
0.01
0.01
0.01
ir- i-io
EMISSION FACTORS
2/80

-------
                                                         TABLE 11-1-7 (CONCLUDED)
Model-Seriea
Mfe? Typcb
O-320
Lye. O
1O-320-DIAD
Lye. O
1O-360-H
Lye. O
TIO-540-
J2U2
Lye. O
Mode
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Climbout
Approach
Idle
Takeoff
Cltmbout
Approach
Idle
Takeoff
Climbout
Approach
Fuel
Ib/hr
9.46
89.1
66.7
46.5
7.84
91.67
61.42
37.67
8.09
103.0
71.7
36.6
25.06
259 7
204.5
99.4
Rate
kg/hr
4.30
40.4
30.3
21. 1
3.56
41.57
27.85
17.08
3.68
46.7
32.5
16.6
1 1.36
M7.8
92.7
45.1

Ib/hr
10.21
96.0
66.0
56.8
4.86
109.3
54.55
35.57
7.26
123.5
70.5
25.3
32.42
374.5
300.8
125.4
CO
kg/hr
4.63
43.5
29.9
25.8
2.20
49.55
24.74
16.13
3.29
56.0
32.0
11.5
14.70
169-8
136.4
56.9
NO',
Ib/hr
0.0049
0.195
0.265
0.044
0.009
0.167
0.344
0.128
0.0094
0.205
0.329
0.372
0.0097
0.094
0.0481
0.138

kg/hr
0.0022
0.088
0.120
0.020
0.0041
0.0756
0.156
0.058
0.0042
0.093
0.149
0.169
0.0044
0.043
0.0218
0.0623
Total
Ib/hr
0.350
1.05
0.826
0.895
0.283
1.047
0.588
0.460
0.398
1.03
O.S85
0.355
1.706
3.21
3.40
133
HCd
kg/hr
0.159
0.475
0.375
0.406
0.128
0.475
0.267
0.208
0.180
0.469
0.265
0.161
0.774
1.46
1.54
0.604
soe
Ib/hr
0.0
0.02
0.01
0.01
0.0
0.02
0.01
0.01
0.0
0.02
0.01
0.01
0.01
0.05
0.04
0.02
kg/hr
0.0
0.0)
0.01
0.0
0.0
0.01
0.01
0.0
0.0
0.01
0.01
0.0
0.0
0.02
0.02
0 01
ParticuUte*
Ib/hr kg/hr




JKeri:rtmces 1,2.
 Abbreviations:  All — Detroit Diesel AlUiun Division of General Motors; Con — Teledyne/CunUnental; GA — Garrett AiReaearch; GE — General Elei trie;
 l.yi. - Avco/Lycoming; Hi, W - Pratt & Whitney;  HWC — Hratl L Whitney Aircraft of Canada: RR — Rolls Koyce; TJ - Turbojet; TF - Turbofan;
 TF — Turboprop; O ~ Reciprocating (Piaton) Opposed.
 Nitrogen oxide* reported aa NO.,.
'' 1'olul hyifrc.tjrlmns. Volatile organics, including unhurried hydrocarbons and organic pyrolysjs produces.
^Sulfur oxides and  suUuric acid reported an  SO2.  Calculated from fuel rate and 0.05 wt% sulfur in Jet A and Jet B fuel, or 0.01 wt% aulfur in aviation
 gasoline,   i'or turbine  engines, the conversion IE therefore SOK (Ib/hr)  -  10'3 (fuel rate), and for piston engines, the conversion ia SOX (Ib/hr) - 2 x 10
 (fuel rate).
'.Ml paniculate data are from Reference 4. Does not include condensihle compounds.
 I'he indicated reference doea not apeciiy aeries  number for thia model engine.
 "Diluted sniokclets" JT 8D.  Note: JT8U is a turbofan engine and  i» not equivalent to the JT8 (Military _T52J turbojet engine.
'All Kolls Hoyce data arc based upon an arbitrary 7% idle, which dues not reflect I he actual situation.  In reality, Rolls Koyce engines will idle at 5-6%
 with correspondingly higher emissions (Keterence  2).
i I he < Hyinpiib SUJ engine used in the Concorde SS I h.ii a unique 6-mode IK) cycle.
                  2/80
Internal ('oniJMi.-tioii  Eiiijiiic
11- I -1 i

-------
                       TABLE II- 1-8. MODAL EMISSION RATES - MILITARY AIRCRAFT ENGINES3
 Model-Seriei
(Civil Version)
 Mlg'1 Typ«h
                Mode
  Fuel
                    CO
                                  NO
                                               Toul HC
                                                 SO"
Ib/hr
Ib/hr
               Ib/hr
kg/h.
Ib/hr
                                                            Ib/hr
                                                    kg./br
Paniculate*
Ib/hr     k^
J57-l>-22
(JT3C)
P«.W TJ

J65-W-20
Wr. TJ


J79-GE-IO
CE fj


JB5-GF.-5F
GK TJ for T 38


JHS-CU. -21
GrJ 1J for F-5


Tr 30-1>-6H
IJF; id)
H(.W IF
fur A-7
TK 30-I>-.*I2A
(Jr 1 10AI
1-k.W TJ
fur F-14
TF33-H-3/5/7
UT;D»
PfcW TJ

TF34-GE-400
GE TJ


Idle
Til-toff
Climbout
A pproach
Idle
Takeoff
Chmbout
A pp roach
Idle
Tikcoff
C luiibout
Approach
Idle
Takiof!
Clmtbout
A pproach
Idle
'lokiuff
Cliniiiuul
A ^preach
l.lle
T«k..-o(f
C Itrnlioul
A purortt h
l
-------
                                                       TABLE II-1 -8 (CONCLUDED)
Mijdcl -Series
(Civil- Vernun)
Mf,?h Typeh
TKJ9-GE-1
(JT4A)
GE TJ
TK41-A-2
All. TF
KIOO-I'W- 100
(Jlf 22)
Pt,W TF
PT6A-27
PWC TH
All Tl'
T^ (-L- 1 IU
ILK.. 1)
l.yt TSi
TfS-L-1 1A
I1.1C-I)
L>. IS
7;?'™''*
Mode
Ulc
Takeoif
C. Liintumt
Approach
Idie
T-ikeolf
Climbuut
Approach
Idle
Taktoff
Clinibout
Approach
Idle
Takruff
C Imtbout
A pproach
Idle
Tak(.-o(f
C. limbout
A jj[ i oach
Idle .
t. Inr.Liiut
Approach
Idle ;
C li tubout
A ji^.ri J*IL h
Idle
Clirnbuul'
A |Jj) 1'UJ L It
Fuel
Ib/hr
1 130
11410
5740
5740
1070
9040
9040
5314
1060
44200
10400
3000
1 13
425
400
215
548
2079
HOB
142
679
679

133
BB6
886
Rate
ku/ltr
513
5176
2604
2604
405
4101
4101
2410
481
20049
4717
1361
52
193
181
98
249
943
665
478
64
308
308

60
402
402
CO N0b
Ib/hr
75.7
8.0
4.0
40
114.6
14.4
14.4
27.5
20.5
2435 4
18.7
9.0
7 36
0.41
0 48
5.0
17.5
44
4.6
} 7
4.2 ~
2.0
2.0
29.5
14.5
12.9
22.5 ~
5.0
5.0
kg/hr
J4.3
3.6
1.8
1.8
52.0
6.5
65
12.5
9.3
1104 7
6.5
41
3.34
0.20
0 22
2.24
7.9
2.0
21
1.7
1.9
0.9
0.9
13.4
6.6
S.9
10.2
23
2.3
Ib/hr
3.4
JI9.5
160.7
160 7
1.4
201.4
201 4
56.6
4.2
729.3
457.6
33.0
0.28
3 32
2.80
I.BO
2.1
19.3
17. 1,
7.8
0.2
5.0
SO
0.6
18.6
9.1
0.2
6.4
6.4
kg/hr
1.5
144.9
72.9
72.9
0.6
914
91 4
25.7
1.9
330. B
207.6
15.0
0 13
1 51
1.27
0 82
1.0
B 8
H 0
3.5
0.1
2.3
2.3
4.0
8.4
4.1
0.1
2.9
2.9
Total HCC so''
Ib/hr
26.0
2.3
1.1
1.1
70 8
5 3
5.1
12 9
2.4
4.4
0.5
1.8
5 77
0
0
0.47
1 1.5
0 8
0.9
0.5
9.0
0.2
0.2
4.0
0.2
0.3
12.9
0.7
0.7
kg/hr
11.8
1.0
0.5
0.5
32.1
2.4
2.4
5.9
1.1
2.0
0.2
08
2 62
0
0
0 21
5.2
0.4
0.4
U 2
4.
0.
0.
1.6
0.
0.
5.9
0.3
0.3
Ib/hr
II
114
5.7
5 7
11
90
9.0
53
1.1
44 2
10 4
30
0 12
0.43
C 40
0.22
0.5
2.1
0.9
I.I
O.M
0.68
0.6tt

01
0.9
0.9
kg/hr
0.5
5.2
2.6
Ik
05
4.1
4.1
2.4
0 5
20 0
4.7
1.4
0.05
0 20
0 18
0.10
0.2
I 0
04
05
0.06
0.31
0 31

0.05
0.4
0.4
e.f
Paniculate*
Ib/hr
O.J«
17 I*
80*
8.08

0.1*
0.0*
8.6*
1.0*

1.6
3.7
3.0
3.0


0.1
0 8
0.8
kg.'hr
D 1
7.8
3.6
3 6

C 05
0 0
39
0.5

0 7
1-7
1 4
1 4


0 Oi
0.4
0.4
aKf fercnce 1 .
c lolal hydrocarbons. Volatile orgunics, including unhurried hyilrocmhons and organic pyrotysis products.
^Sulfur oxide* and sulfunc acid  reported as SO^.  Calculated from fuel rate and 0.05 wt% culfur in JP-4 or JP-5 fuel, or 0.01 wt% luUur In iviati'n jjajolir
  For turbine enginet. the  converiion 11 therefore SOX (Ib/hr) -  I0~* (fuel rate),  and for pifton engine*, the tonveriion i* SOX (Ib/hr) = 2 x  I0-4 (fuel rate).
rlncluile* all "condentible particulatr*." and  thu* niay be much higher than colid paniculate* alone [except a* noted
 in g below).
''Norn."  data are interpolated value*  a**umed for calculation*! purpose*, in the  absence of experiment*) data.
'Dry particle* only.
''I oi .ihliiL-vi.UKMis, ic-c lootiKili',  luhltr 11-1 2.
I.
 • l.iki-ntf
                          lur licli<.o|i|crs.
                  2/80
Ititfrntil  (.onil)ii>linn Eiiuiiu* Sourrrs
                                                                                                                      II-

-------
TABLE 11- 1-9. EMISSION FACTORS PER AIRCRAFT PER LANDING/TAKEOFF CYCLE-CIVIL AIRCRAFT3
Commercial Carrier
Aircraft
Short, Medium, Long Range
and Jumbo J«t»
BAC/Aeroiipatiale Concorde
BAC 1 11-400
Boeing 707- )20B
Boeing 727-200
Boeing 73/-20U
Boeing 747-200B
Boeing 747 -200ft
Boeing 747-200B
Lockheed LIOI I-20U
Lockheed LIOI 1- 100
McDonnell -Dougl.s DCB-6J
McDonnell-Do. igm DC 9 -50
McDonnell-Don. U» DC 10- 30

Commuter, Feeder Line and
Freighters
Beech 99
GD/Convair 580
DulIavilUii.l Twin Ollrr
Fairchlld r'27 and > 11227
Grunnrian Gooiie
Lockheed LI BO Eleitra
Lockheed L100 Herccile«
Sweanagen Metro-2
b
Power PUnl
No.


4
2
4
3
2
4
4
4
j
3
4
t
3



2
2
2
2
2
4
4
2
Mfg.


RR
RR
1'S.W
HtW
PkW
PLW
1'IW
HR
HH
KH
I'd W
PfcW
GE



PWC
All
PWC
HR
PWC
All
All
GA
CO
Mod.l-S.ru. Ib kg


Olymp 593
Spey 511
JT3D-7
JT8D-I7
JT8D-17
JT9U-7
JT4D-70
IU12I 1-524
HB2II-524
KB21 1-22B
JTJD-7
JT8D-17
CF6-50C



PT6A-28
501
PT6A -27
R.Da.7
PT6A-27
501
501
TPfc 331-3


847.0
103.36
262.64
55.95
37.30
259.64
108.92
66.76
50.07
199 4
262 64
37.30
116.88



7.16
24.38
7.16
36. 26
7.16
48.76
48.76
6.26


384.0
46.8U
119.12
25.38
16 92
117.7*.
4
-------
                                                     TABLE II-1-9 (CONCLUDED)
General Aviation
Aircraft
Power Plant CO NO^ Total HC? srf^ ParlicuUtes
No. Mfg. Model-Series Ib kg Ib kg Ib
kg Ib kg Ib kg
But iness Jets
Cessna Citation
Dassault Folcon 20
Gates Learjet 24D
Gate! Learjet 35, 36
Rockwell International
Shoreliner 75A
2
2
2
2
2

PtW
GE
GE
GE
GE

JT1SD-1
CF700-2D
CJ610-6
THE 731-2
CF 700

19.50
76.14
88.76
11.26
76.14

8.85
34.54
40.26
5.11
34.54

2.00
1.68
1.58
3.74
1.08

0.91
0.76
0.72
1.58
0.76

6.72
7.40
8.42
3.74
7.40

3.05
3.36
3.82
1.70
3.36

0.40
0.78
0.84
0.92
0.78

0.18
0.35
0.38
0.42
0.35

Business Turbopropa
[EPA Class  P2)
Beech D99 Airliner
DeHavilland Twin Otter
Short* Sky van -3
Swearingen Merlin I1LA
2
2
2
2
PWC
PWC
GA
GA
PT6A-27-
PT6A-27
TPE-331-2
TPE-331-3
7.16
7.16
6.44
6.28
3.25
3.25
2.92
2.85
0.82
0.82
0.883
1.15
0.37
0.37
0.400
0.522
5.08
5.08
8.40
7.71
2.30
2.30
3.81
3.50
O.IR
0.18
0.16
0.16
0.08
o.ob
0.07
0.07


0.46
0.46


0 21
0.21
General Aviation Piaton
(EPA Class PI)

Coin*  150
Piper Warrior
Cessna  Pressurized
 Skymaater
Piper Navajo Chieftain
Con
Lye
Con

Lye
0-200
0-320
TS10-360C

T10-540
 8.32
14.37
33 10
 3.77
 6.52
15.01
96.24   43.65
0.02
0.02
0.13

0.02
0.01
0.01
0.06

0.01
0.23
0.26
1.15

1.76
0.10
0.12
0.52

0.80
0.0
0.0
0.0

0.0
0.0
0.0
0.0

0.0
"Reference 2.

Abbreviation.:  All -Detroit Diesel Allison Division of General Motors; Con - Teledyne/Continental; GA -Garrett AiResearch; GE - General Electric;
 Lye - Avco/Lycoming; PliW - Pratl L Whitney; PWC - Pratt b Whitney Aircraft of Canada; RR - Rolls Royce.

CNttrugen oxides reported as NO^

'''I'olal hydrocarbons.  Volatile orgjnics, including unburned hydrocarbons and organic pyrolyiix products.

CSullur oxides and sulfurlc acid reported as SO^.
                 2/80
         Internal  (.oiiil)ti>li(>ii
                                                   Sourer
                                                              II- I-IS

-------
             Table U-l-10. EMISSIONS FOR MILITARY AIRCRAFT LANDING/TAKEOFF CYCLES3

Aircraft
Power plant
No
Fixed
A-4C
A-7
A-7
B-52H
F-4
F-5

F-14
F-1SA
K-16
C-5A
C-130
Wing - Turbine
Skyhawk
Corsair 2
Corsair 2
Stratofortress
Phantom 2
Freedom
Fighter/Tiger
Tomcat
Eagle
_
Calaxy
Hercules

1
1
1
8
2

2
2
2
1
it
4
KC-135 Stratotanker 4
C-141
T-34C
T-38
P-JC
S3A
Mel ic
LH-IH
Mil- 3

CII-47
Starlifter
Turbo Mentor
Ta 1 on
Orion
Viking
opters - Turbine
Iroquois/Huey
Sea King/.lolly
lireen Cianl
Chinook
4
1
2
4
2

1

2
2
. Model/Series

J65-W-20
TP30-P-68
TF41-A-2
TF-33-P-3/5/8
J79-CK-10

.T85-CK-21
TK30-P-412A
KIOO-PW-100
F100-PW-100
TF39-GE-1
T56-A-7
J57-P-22
TF33-P-3/5/7
PT6A-27
.I85-GE-5F
T56-A-7
TK34-CE-400

TVI-L-111}

T58-CE-5
T55-L-11A
TIMb
code


2
2
2
7
2

1
2
1
1
5
6
7
5
2
3
6
6

9

9
9
CO
Ib

16
11
25
504
32

76
39
54
27
82
32
220
92
1
82
32
34

1

13
20


.62
.10
.79
.08
.24

.64
.88
.40
.20
.12
.36
.92
.40
.73
.72
.36
.18

.•>•)

.54
.94
kg

7.54
5.03
11.70
228.65
14.62

34.76
18.09
24.68
12.34
37.25
14.68
100.21
41.91
0.73
32.99
14.68
15.50

0.70

6.14
9.50
NO c
X
Ib

2.15
2.05
4.83
53.04
10.88

2.10
7.62
29.96
14.98
79.60
9.60
24.64
19.20
0.15
1.22
9.60
4.04

1.19

3.02
6.68
kg

0.98
0.93
2.19
24.06
4.94

0.95
3.46
13.58
6. 79
36.11
4.35
LI. 18
8.71
0.07
0.55
4.35
1.83

0.54

1.37
3.03
Total HCd
Ib

1.10
3.18
15.76
505.76
4.94

10.04
17.36
2.68
1.34
28.08
20.28
185.56
87.68
1.27
10.42
20.28
6.44

2.53

6.78
2.10
kg

0.50
1.44
7.15
229.41
2.24

4.55
7.87
1.22
0.61
12.74
9.20
84.17
39.77
0.58
4.73
9.20
2.92

1.15

3.08
0.95
soe
X
Ib

0.46
0.35
0.52
10.24
1.46

0.76
1.24
2.32
1.16
3.84
1.60
5.36
3.00
0.03
0.62
1.60
1.02

0.20

0.44

kg

0.21
0.16
0.24
4.64
0.66

0.34
0.56
1 .06
0.53
1.74
0.73
2.43
1.36
0.01
0.28
0.73
0.46

0.09

0.20

Particulates
Ib




94.08
33.92


24.24
0.44
0.22
4.12
4.36
31.36
33.00


4.36




0.40

kg




42.67
15.39


11.00
0.20
0.10
1.87
1.98
14.22
14.97


1.98




0.18

Keference I.
Defined in Table  "- 1-5.
Nitrogen oxides reported as N0?.
Total hydrocarbons.   Volatile organics,  including unburned  hydrocarbons and organic pyrolysls products.
Sulfur oxides and sulfuric acid  reported as S02.
                II- !-!(>
EMISSION FACTORS
2/80

-------
  II- 1.3   Modal Emission Rates  and Emission Factors per LTO Cycle

       The first step in the calculation of aircraft emission factors is
  the development of a set of modal emission rates.   These represent the
  quantity of pollutant released per unit time in each of the standard
  modes.   Each mode is characterized by an engine power setting (given in
  Tables  II- 1-5 and II- 1-6) and a fuel rate (the quantity of fuel
  consumed per unit time).

       The following procedure is for calculation of aircraft emission
  factors  per LTO cycle, starting with engine modal  emission rates:

       1)   For a specific aircraft,  determine the number and model of
           engines, using for example, Tables II- 1-1 or  II- 1-2.

       2)   Using Table  II-1-7 or II- 1-8, locate the appropriate  engine
           data, and prepare a list of modal emission rates for each mode
           m and pollutant p:
                                       m,p

       3)  Using  known military assignment and mission,  or civil aircraft
          type and application,  use Table II- 1-3 or II-1-4 to select
          an appropriate set of times-in-mode (TIM)  .

       4)  For each mode m and pollutant p, multiply  the modal emission
          rate and TIM data for each mode and the sum over all modes.
          This will yield an emission factor per engine, which must be
          multiplied by the number of engines, N, to produce the emission
          factor per LTO cycle,  E , for an aircraft:

                          E  = N £ (—)     . (TIM)
                           p        at            m
                                       m,p
  On  a conveniently laid out work sheet,  this calculation can be set up
  easily on a hand calculator with one storage location.

       Emission  factors calculated in exactly this way  are presented in
  Tables  II-1-9 and  II-1-10.

  References for Section II- 1

  1,    D.  R. Sears, Air Pollutant Emission Factors for  Military and Civil
       Aircraft, EPA-450/3-78-117, U.S. Environmental Protection Agency,
       Research  Triangle Park, North Carolina, October  1978.

  2.    R.  G. Pace, "Technical Support Report - Aircraft Emission Factors",
       Office of Mobile Source Air Pollution Control, U.S. Environmental
       Protection Agency, Ann Arbor, MI, March 1977.
2/8<)                  Internal C.omlin>lion Kn^im- Soiirc«->                II-1-17

-------
  3.   Control of Air Pollution for Aircraft and Aircraft Engines,
       38 FR 19088, July 17, 1973.

  4.   M. Platt, et al., The Potential Impact of Aircraft Emissions upon Air
       Quality, APTD-1085, U.S. Environmental Protection Agency, Research
       Triangle Park, NC, December 1971.
II-I-IH                     EMISSION FACTORS                         j_ Kn

-------
11-2 Locomotives
II- 2.1 General - Railroad locomotives generally follow one of two use patterns: railyard switching or road-haul
 service. Locomotives can be classified on the basis of engine configuration and use pattern into five categories:
 2-stroke switch  locomotive (supercharged),  4-stroke switch locomotive.  2-stroke road  service  locomotive
 (supercharged), 2-stroke road service locomotive (turbocharged), and 4-stroke  road service locomotive.

     The engine duty cycle of locomotives is much simpler than many other applications involving diesel internal
 combustion engines because locomotives usually  have only eight throttle  positions in  addition to idle  and
 dynamic brake. Emission  testing  is made easier and the  results are probably quite accurate because of the
 simplicity of the locomotive duty cycle.


II-2.2 Emissions - Emissions from railroad locomotives are presented two  ways  in this section. Table [1-2-1
 contains average factors based on the nationwide locomotive population breakdown by category. TableII-J-2
 gives emission factors by locomotive category on the basis of fuel consumption and on the basis of work output
 (horsepower hour).


    The calculation  of emissions using fuel-based emission factors is straightforward. Emissions  are simply the
 product of the fuel usage and the emission factor. In order to apply the work output emission factor, however, an
                                 TableII-2-1. AVERAGE LOCOMOTIVE
                                      EMISSION FACTORS BASED
                                     ON NATIONWIDE STATISTICS8
Pollutant
Particulatesc
Sulfur oxidesd
(SOX as S02)
Carbon monoxide
Hydrocarbons
Nitrogen oxides
(NOX asNO2)
Aldehydes
(as HCHO)
Organic acidsc
Average emissions'1
lb/103gal
25
57
130
94
370

5.5

7
kg/103 liter
3.0
6.8
16
11
44

0.66

0.84
                              Reference 1.
                              Based on emission data contained in Table n- 2-2
                              and  the breakdown  of locomotive use oy engine
                              category in the United States in Reference 1.
                              Data based on highway diesel data from Reference
                              2. No actual locomotive  paniculate test  data are
                              available.
                              Based on a fuel sulfur content of 0.4 percent from
                              Reference 3.
 4/73
Internal Combustion Engine Sources
II-2-1

-------
                    TaWeII-2-2. EMISSION FACTORS BY LOCOMOTIVE ENGINE
                                           CATEGORY*
                                  EMISSION  FACTOR RATING: B




Pollutant
Carbon monoxide
lb/103gal
kg/103 liter
g/hphr
g/m&tric hphr
Hydrocarbon
Ib/IOPgal
kg/103 liter
g/hphr
g/metric hphr
Nitrogen oxides
(NOxasNO2)
Ib/TOPgal
kg/103 liter
g/hphr
g/metric hphr
Engine category

2-Stroke
supercharged
switch

84
10
3.9
3.9

190
23
89
8.9


250
30
11
11


4-Stroke
switch

380
46
13
13

146
17
5.0
5.0


490
59
17
17
I
2-Stroke j 2-Stroke
supercharged
road

66
7.9
1.8
1.8

148
18
4.0
4.0


350
42
9.4
9.4
turbocharged
road

160
19
4.0
4.0

28
3.4
0.70
0.70


330
40
8.2
8.2


4-Stroke
road

180
22
4.1
4.1

99
12
2.2
2.2


470
56
10
10
3 Use average factors (TableII-2-11  for pollutants not listed in this table.

additional calculation is necessary. Horsepower hours can be obtained using the following equation:

                                              w=lph

where:       w = Work output (horsepower hour)

             I = Load factor (average power  produced during operation divided by available  power)

             p = Available horsepower

             h = Hours of usage at load factor (1)

After the work  output  has been determined, emissions are simply the product of the work output and the
emission i'actor.  An approximate load factor for a line-haul locomotive (road  service) is 0.4: a typicaJ switch
engine load ['actor is approximately 0 Ofr.1


References for Section II-2

1.  Hare. C.T. and K..J. Springer,  Exluusi  Emissions  from Uncontrolled Vehicles and Related  Equipment Using
    Internal Combustion  Engines.  Part  1.  Locomotive Diesel Engines  and Marine Counterparts.  Final Report.
    Southwest  Research  Institute. San  Antonio,  Texas  Prepared for  the  Environmental  Protection Agency,
    Research Triangle Park. N.C.. under Contract Number EHA 70-108. October 1972.

2.  Youna. T.C. Unpublished Data from  the Engine Manufacturers Association. Chicago. 111. Mav 1970.

3.  Hanley. G.P. Exhaust Emission  Information on  Electro-Motive  Railroad Locomotives and Diesel  Engines.
    General Motors Corp. Warren, Mich. October  1971.
II- 2-2
EMISSION FACTORS
4/73

-------
II-3  Inboard-Powered Vessels

11-3.1 General - Vessels classified on the basis of use will generally fall into one of three categories: commercial,
pleasure,  or military. Although usage and population data on vessels are, as a rule, relatively scarce, information on
commercial and  military vessels is more readily available than data on pleasure craft. Information on military
vessels  is  available in several  study reports,1"5  but data on pleasure  craft are limited to  sales-related  facts and
rigures.6-10

   Commercial vessel  population and  usage  data  have been further  subdivided by a number of industrial and
governmental researchers into waterway  classifications1'"" (for example, Great Lakes vessels, river vessels, and
coastal vessels). The vessels operating in each of these waterway classes have similar characteristics such as size,
weight, speed, commodities transported, engine design (external or internal combustion), fuel used, and distance
traveled. The  wide variation between classes, however, necessitates the separate assessment of each of the, waterway
classes with respect to air pollution.

   Information on military vessels is available from  both  the U.S. Navy and the U.S. Coast Guard as a result of
studies completed recently. The U.S. Navy has released several reports that summarize its air pollution assessment
work.3'5  Emission data have been collected  in  addition to vessel population and usage information. Extensive
study of the air pollutant emissions from U.S. Coast Guard watercraft has been completed by the U.S. Department
of Transportation. The results of this study are summarized in two reports.1"2 The first  report takes an in-depth
look at population/usage of Coast Guard vessels. The second report, dealing with emission test results, forms the
basis  for  the  emission  factors presented  in this section for Coast Guard vessels  as well as  for non-military diesel
vessels.

    Although a large portion of the pleasure craft in the U.S. are powered by gasoline outboard motors (see section
11-4  of  this document), there are numerous larger pleasure craft  that use inboard power either with or without
"out-drive" (an outboard-like  lower unit). Vessels falling into the inboard pleasure craft category utilize either Otto
cycle (gasoline) or diesel cycle  internal combustion engines. Engine horsepower  varies appreciably from the small
"auxiliary" engine used in sailboats to the larger diesels  used in yachts.


11-3.2 Emissions

   Commercial  vessels.  Commercial  vessels may  emit air  pollutants  under two major modes  of operation:
underway and at dockside (auxiliary power).

    Emissions  underway are influenced by a great variety of factors including power source (steam or diesel). engine
size (in kilowatts or  horsepower), fuel  used  (coal, residual oil,  or  diesel  oil), and operating speed and  load.
Commercial  vessels operating within or near the geographic boundaries ot the  L'ni'cJ States fall  into one of the
 three categories of use  discussed above (Great Lakes, rivers, coastline). Tables H-3  i and 1I-'3-2 contain emission
information  on commercial vessels falling into  these three categories. Table £1-3-3 presents emission factors for
diesel marine  engines at various  operating modes on the basis of horsepower. Ihese da;a aie applicable to any vessel
having  a similar size engine, not just to commercial vessels.

    Unless a ship  receives auxiliary steam  from dockside facilities,  goes  immediately into drydock, or  is out of
 operation after arrival in port, she continues her emissions at dockside. Power  must be made available for  the ship's
 lighting, heating, pumps, refrigeration, ventilation,  etc. A few steam ships use auxiliary engines (diesel)  to supply
 power, but they  generally  operate one or more main  boilers under reduced draft and lowered fuel rates-a very
 inefficient process. Motorships (ships powered by  internal combustion engines) normally  use diesel-powered
generators to furnish auxiliary power.17 Emissions from these diesel-powered generators may also be a  source of
underway emissions if they are used  away from port. Emissions  from auxiliary power systems, in terms of the


 1/75                             Internal Combustion Engine Sources                         II-3-1

-------
                          TableII-3-1.  AVERAGE EMISSION FACTORS FOR
                             COMMERCIAL MOTORSHIPS BY WATERWAY
                                          CLASSIFICATION
                                   EMISSION FACTOR RATING: C
Emissions3
Sulfur oxides'3
(SOxasS02)
kg/103 liter
lb/103 gal
Carbon monoxide
kg/103 liter
lb/103 gat
Classc
River

3.2
27
12
100
Great Lakes

3.2
27
13
110
Coastal

3.2
27
13
110
Hydrocarbons
kg/103 liter
lb/103 gal
Nitrogen oxides
(NOX as NO2)
kg/103 liter
lb/103 gal

6.0
50


33
280
'
7.0
59


31
260
6.0
50


32
270
                    aExpressed as Function of fuel consumed (based on emiision data from
                     Reference 2 and popu'ation/usage data from References 11 through 16.

                    ^Calculated, not measured.  Based on 0.20 percent sulfur content fuel
                     and density of 0.854 kg/liter (7.12 Ib/gal) from Reference 17.

                    cVery approximate participate emission factors from Reference 2 are
                     470 g/hr (1.04 Ib/hr). The reference does not contain sufficient
                     information to calculate fuel-based factors.
quantity of fuel consumed, are presented in  Table II-3-4.  In some instances,  fuel quantities used may not be
available, so calculation of emissions based on kilowatt hours (kWh ) produced may be necessary.  For operating
loads in excess of zero percent, the mass emissions (•;(; in kilograms per hour (pounds per hour) are given by:



        e\ =  klef                                                                                    (1)

where:  k  =  a constant that relates fuel consumption to kilowatt hours.-

              that is.       3.63 x 10'4    1000 liters fuel/kWh

                                         or

                           9.59 x 10-5    1000 gal fuel/kWh

          ! =  the load. kW

        ep =  the fuel-specific emission factor from Table 3.2.3-4. kg/10-* liter (lb/10J gal)


II-3-2                                 EMISSION FACTORS                                   175

-------
                                Table! 1-3 2.  EMISSION FACTORS FOR COMMERCIAL STEAMSHIPS-ALL GEOGRAPHIC AREAS
                                                                   EMISSION FACTOR RATING:  D
Pollutant
Participates0
Sulfur oxides
[SOX asSO2)e
Carbon monoxidec
Hydrocarbons0
Nitrogen oxides
(NOxasNO2)
Fuel and operating modea
Residual oil'*
Hotel ing
kg/103
liter
1.20d
19.1S
Negd
0.38d
4.37
fb/10'
gal
10.0d
159S
Negd
3.21'
36.4
Cruise
kg/101
liter
2.40
19. IS
0.414
0.082
6.70
lb/103
gal
20.0
159S
3.45
0.682
55.8
Full
kg/103
liter
6.78
19.1S
0.872
0.206
7.63
lb/10J
gal
56.5
159S
7.27
1.72
63.6
Distillate oilb
Hoteling
kg/101
liter
1.8
17. OS
0.5
0.4
2.66
lb/10 J
gal
15
142S
4
3
22.2
Cruise
kg/10J
liter
1.78
17. OS
0.5
0.4
2.83
lb/103
gal
15
142S
4
3
23.6
Full
kg/103
liter
1.78
17.0S
0.5
0.4
5.34
Ib/tO3
gal
15
142S
4
3
44.5
dThe operating modes are based on the percentage of maximum available power: "hoteling" is 10 to 11 percent of available power, "full" is 100 percent of available power, and
 "cruise" is an intermediate power (35 to 75 percent, depending on the test organization and vessel tested).
 'fust organi/alinns used "Navy Special" fuel oil, winch is not u true residual oil. No vessel test data were available for residual oil combustion. "Residual" oil results are from
 References ?, 3, and 5.  "Distillate" oil  results are from References 3 and 5 only.  Exceptions are rioted. "Navy Distillate" was used as distillate test fuel.
^Paniculate, cnibon monoxide, and hydrocarbon emission factors for distillate oil combustion are based on stationary boilers  (see Section 1.3 of this document).
 Helijrenci! 18 indicates that carbon monoxide emitted during hoteling is small enough to be considered negligible. This reference also places hydrocarbons at 0.38 fcg/fO1 liter (3.2
 lb/10' ijiil) and paniculate at 1.20 kg/101 liter (10.0 lb/10' gal). These data are included for completeness only and are not necessarily comparable with other tabulated data.
 Emission factors listed are theoretical in that they are based on all the sulfur in the fuel converting to sulfur dioxide. Actual test data from References 3 and 5 confirm the  validity of
 these theoretical factors. "S" is fuel sulfur content in percent.
                                     1/75
Internal Combustion Engine Sources
II-3-3

-------
            TableII-3-3. DIESEL VESSEL EMISSION FACTORS BY OPERATING MODE3
                               EMISSION FACTOR RATING: C
Horsepower
200
300
500
600
Mode
Idle
Slow
Cruise
Full
Slow
Cruise
Full
Idle
Cruise
Full
Idle
Slow
Cruise
700 Idle
Cruise
900 Idle
2/3
Cruise

1580 Slow
Cru ise
Full
2500
Slow
2/3
Cruise
Full
3600 , Slow
! 2/3
Cruise
: Full
Emissions
Carbon monoxide
lb/103
gal
210.3
145.4
126.3
142.1
59.0
47.3
58.5
282.5
99.7
84.2
171.7
50.8
77.6
293.2
36.0
223.7
62.2
80.9
kg/103
liter
25.2
17.4
15.1
17.0
7.1
5.7
7.0
33.8
11.9
10.1
20.6
6.1
9.3
35.1
4.3
26.8
7.5
9.7

122.4
44.6
237.7
59.8
126.5
78.3
95.9
148.5
28.1
41.4
62.4
14.7
5.3
28.5
7.2
15.2
9.4
11.5
17.8
3.4
5.0
7.5
Hydrocarbons
lb/103
gal
391.2
103.2
170.2
60.0
56.7
51.1
21.0
118.1
44.5
22.8
68.0
16.6
24.1
kg/103
liter
46.9
12.4
20.4
7.2
6.8
6.1
2.5
14.1
5.3
2.7
8.2
2.0
2.9
Nitrogen oxides

-------
          TableII-3-4. AVERAGE EMISSION FACTORS FOR DIESEL-POWERED ELECTRICAL
                                      GENERATORS IN VESSELSa
                                    EMISSION FACTOR RATING:  C
Rated
output, b
kW
20
40
200
500
Load,c
% rated
output
0
25
50
75
0
25
50
75
0
25
50
75
0
25
50
75
Emissions
Sulfur oxides
(SOxasS02)d
lb/103
gal
27
27
27
27
27
27
27
27
27
27
27
27
27
27
27
27
kg/103
liter
3.2
3.2
3.2
3.2
3.2
3.2
3.2
3.2
3.2
3.2
3.2
3.2
3.2
3.2
3.2
3.2
Carbon
monoxide
lb/10J
gal
150
79.7
53.4
28.5
153
89.0
67.6
64.1
134
97.9
62.3
[ 26.7
58.4
53.4
48.1
43.7
kg/103
liter
18.0
9.55
6.40
3.42
18.3
10.7
8.10
7.68
16.1
11.7
7.47
3.20
7.00
6.40
5.76
5.24
Hydro-
carbons
lb/103
gal
263
204
144
84.7
584
370
285
231
135
33.5
17.8
17.5
209
109
81.9
59.1
kg/103
liter
31.5
24.4
17.3
10.2
70.0
44.3
34.2
27.7
16.2
4.01
2.13
2.10
25.0
13.0
9.8
7,08
Nitrogen oxides
(NOxasN02>
lb/103
gal
434
444
477
495
214
219
226
233
142
141
140
137
153
222
293
364
kg/103
liter
52.0
53.2
57.2
59.3
25.6
26.2
27.1
279
17.0
16.9
16.8
16.4
18.3
26.6
35.1
43.6
 Reference 2.
 Maximum rated output of the diesel-powered generator.
cGenerator electrical output (tor example, a 20 kW generator at 50 percent load equals 10 kW output).
 Calculated,  not measured, based on 0.20 percent fuel sulfur content and density of 0.854 kg/hter (7.12 Ib/gal) from Reference 17.
At zero load conditions, mass  emission  rates (ep  may  be  approximated in terms of kg/hr (Ib/hr)  using the
following relationship:
        sl = kl rated6 f

        where:  k =  a constant that relates rated output and fuel consumption.

                     that is.       6.93 x 10'5      1000 liters :uel'k\V
                                                                    (2)
                                 ).83.xlO-5        JOOOgaJfuel/kW

          'rated   =  the rated output. kW

              ej-   =  the fuel-specific emission factor from TableII-3-4. kg' 103  liter (lb/103 gal)


Pleasure craft. Many of the engine designs  used in inboard pleasure craft are also used either in military vessels
(diesel) or in  highway vehicles (gasoline). Out of a total of 700.000 inboard pleasure craft registered in the United
States  in  !972. nearly  300.000 were inboard/outdrive.  According to  sales data.  60 to 70  percent  of  these
1/75
Internal Combustion Engine Sources
ri-3-5

-------
 inboard/outdrive  craft used  gasoline-powered  automotive  engines  rated  at  more  than  130  horsepower.6 The
 remaining 400,000 pleasure craft used conventional inboard drives that were powered bv a variety of powerplants,
 both gasoline and diesel. Because emission data are not available for pleasure craft. Coast Guard and automotive
 data2'19 are used to characterize emission factors for this class of vessels in  Table 11-3-5.

 Military vessels.  Military vessels are powered by a wide variety of both diesel and suarn power plants. Many of the
 emission data used in this  section are the result of emission testing  programs  conducted by  the U.S. Navy and the
 U.S. Coast Guard.1"3'5  A  separate table containing data on military vessels is not provided here, but the included
 tables should be sufficient  to calculate approximate military vessel emissions.
           TABLEII-3.-5.  AVERAGE EMISSION FACTORS FOR INBOARD PLEASURE CRAFT3

                                     EMISSION FACTOR RATING.   D
Pollutant
Sulfur oxidesd
(SOX as SO2)
Carbon monoxide
Hydrocarbons
Nitrogen oxides
(NOX as NO2)
Based on fuel consumption
Diesel engine'3
kg/10J
liter
3.2
17
22
41
lb/10J
gal
27
Gasoline engine0
kg/10J
liter
0.77
140 149
180
340
10.3
15.7
lb/103
gal
6.4
1240
86
131
Based on operating time
Diesel engine^
kg/hr ! Ib/hr
-
-
-

-
-
Gasoline
kg/hr
0.008
1.69
0.117
0.179
enginec
Ib/hr
0.019
3.73
0.258
0.394
'Average emission factors are based on the duty cycle developed for 'arge outboards (> 48 kilowatts or > 65 horsepower} from Refer-
 ence 7. The above factors take into account the impact of water scrubbing of underwater gasoline engine exhaust, also from Reference
 7. All values given are for single engine craft and must be modified for multiple engine vessels.
t)Ba««d on tests of diesel engines m Coast Guard vessels, Reference 2.
cBased on tests of automotive engines. Reference 19. Fuel consumption of 11.4 hter^hr '3 ga:>'hr) dssumec. The resulting factors are
 only rough estimates.
 Based on fuel sulfur content of 0.20 oercent for diesel *jel and 0.043 percent for gasol ne from References 7 and 1 7. Calculated osing
 fuel density of 0.740 kg/liter (6.1 7 ib:'gal I for gasoline and 0.854 kg/liter i7.;2 b/gal) tor diesel  fuel.
  References for Section II-3

   1.  Walter.  R. A..  A.  J.  Broderick. J.  C.  Sturm, and E. C. Klaubert. L'SCG  Pollution  .Abatement  Program: A
      Preliminary Study  of Vessel and Boat  Exhaust Emissions. U.S. Department of Transportation. Transportation
      Systems Center. Cambridge. Mass. Prepared for the United States Coast Guard. Washington. DC. Repon No.
      DOT-TSC-USCG-72-3. November 1971. 119 p.
  11-3-6
EMISSION FACTORS
1/75

-------
 2.  Souza,  A. F. A Study of Emissions from Coast Guard Cutters. Final Report. Scott Research Laboratories, Inc.
    Plumsteadville,  Pa.  Prepared for  the  Department  of Transportation.  Transportation Systems Center.
    Cambridge, Mass., under Contract No. DOT-TSC-429. February 1973.

 3.  Wallace, B. L. Evaluation of Developed Methodology for Shipboard Steam Generator Systems. Department of
    the Navy. Naval Ship Research and Development Center. Materials Department. Annapolis, Md. Report No.
    28-463. March 1973. 18 p.

 4.  Waldron, A.  L. Sampling of Emission Products from Ships' Boiler Stacks. Department of the Navy. Naval Ship
    Research and Development Center. Annapolis, Md. Report No. 28-169. April 1972. 7 p.

 5.  Foernsler,  R. 0. Naval Ship Systems  Air Contamination Control and Environmental Data Base Programs;
    Progress Report. Department of the Navy. Naval Ship Research and Development Center. Annapolis, Md.
    Report No. 28-443. February 1973. 9 p.

 6.  The Boating  Business 1972. The Boating Industry Magazine. Chicago, 111. 1973.

 7.  Hare. C. T. and  K. J. Springer. Exhaust Emissions from Uncontrolled Vehicles and Related Equipment Using
    Internal Combustion  Engines. Final Report Part 2.  Outboard  Motors. Southwest  Research  Institute. San
    Antonio, Tex. Prepared for the  Environmental Protection  Agency, Research Triangle Park, N.C.,  under
    Contract No. EHS 70-108. January 1973. 57 p.

 8.  Hurst, J. W. 1974 Chrysler Gasoline Marine Engines. Chrysler Corporation. Detroit, Mich.

 9.  Mercruiser Sterndrives/  Inboards 73. Mercury Marine, Division of the Brunswick Corporation. Fond du Lac,
    Wise. 1972.

10.  Boating 1972. Marex. Chicago,  Illinois,  and the National Association of Engine and Boat  Manufacturers.
    Greenwich, Conn. 1972. 8 p.

11.  Transportation Lines  on the Great Lakes System 1970. Transportation Series 3. Corps of Engineers, United
    States Army. Waterborne Commerce Statistics Center. New Orleans, La. 1970. 26 p.

12.  Transportation Lines  on the Mississippi and the Gulf Intracoastal Waterway 1970. Transportation Series 4.
    Corps of Engineers, United States  Army, Waterborne Commerce Statistics Center. New Orleans, La. 1970. 232
    P.

13.  Transportation Lines on  the Atlantic, Gulf and Pacific Coasts 1970. Transportation  Series 5.  Corps  of
    Engineers. United States Army. Waterborne Commerce Statistics Center. New Orleans, La.  1970. 201 p.

14.  Schueneman, J.  J. Some  Aspects of Marine Air Pollution Problems on the Great Lakes. J. Air Pol. Control
    Assoc. 74:23-29, September  1964.

15.  197] Inland  Waterborne Commerce  Statistics. The American Waterways Operations, Inc. Washington, D.C.
    October 1972. 38 p.

16.  Horsepower on the Inland Waterways. List No. 23. The Waterways Journal. St. Louis, Mo.  1972. 2 p.

17.  Hare, C. T. and  K. J.  Springer. Exhaust Emissions from Uncontrolled Vehicles and Related Equipment Using
    Internal Combustion Engines.  Part  1. Locomotive  Diesel Engines and  Marine Counterparts. Southwest
    Research Institute. San Antonio, Tex. Prepared  for the Environmental Protection Agency. Research Triangle
    Park. N.C., under Contract No. EHS 70-108. October 1972. 39 p.

18.  Pearson. J.  R. Ships  as Sources  of Emissions. Puget  Sound  Air Pollution Control  Agency. Seattle, Wash.
    (Presented at the Annual Meeting of the Pacific Northwest International Section of the Air Pollution Control
    Association.  Portland. Ore. November 1969.)

19.  Study of Emissions  from  Light-Duty Vehicles in Six Cities. Automotive Environmental Systems, Inc. San
    Bernardino. Calif.  Prepared  for the Environmental Protection Agency. Research Triangle Park. N.C., under
    Contract No. 68-04-0042. June 1971.
 1/75                           Internal Combustion Engine Sources                        II- 3-7

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 II- 4 Outboard-Powered Vessels
II-4.1  General - Most of the approximately 7 million outboard motors in use in the United States are 2-stroke
 engines with an  average available horsepower of about 25.  Because of the  predominately leisure-time use of
 outboard motors, emissions related  to their operation occur  primarily during nonworking hours, in rural areas,
 and during the  three summer months. Nearly 40 percent of the outboards are operated in the states of New York,
 Texas, Florida, Michigan,  California, and Minnesota. This distribution results in  the concentration  of  a  large
 portion of total nationwide outboard emissions in these states.1


II- 4.2  Emissions - Because the vast majority of outboards hbve underwater exhaust, emission measurement is
 very  difficult. The values presented  in TableII-4-1 are the approximate atmospheric emissions from outboards.
 These data are  based on tests of four outboard  motors ranging  from 4 to 65  horsepower.1 The emission results
 from these motors are a composite based on the nationwide breakdown of outboards by  horsepower. Emission
 factors are presented two  ways  in  this  section: in terms of fuel use and  in terms of work output (horsepower
 hour).  The selection of the factor used depends on the source inventory data available. Work output factors are
 used when  the number of outboards  in use  is  available. Fuel-specific  emission  factors are used  when  fuel
 consumption data are obtainable.
                Tablel 1-4-1.  AVERAGE EMISSION FACTORS  FOR OUTBOARD MOTORS"
                                       EMISSION FACTOR  RATING: B
Pollutant13
Sulfur oxidesd
(SOX as SO2)
Carbon monoxide
Hydrocarbons6
Nitrogen oxides

-------
References for sections II-4

1.  Hare. C.T. and K.J. Springer. Exhaust Emissions from Uncontrolled Vehicles and Related Equipment Using
   Internal  Combustion Engines.  Part II, Outboard Motors.  Final Report.  Southwest Research Institute. San
   Antonio,  Texas. Prepared for  the Environmental Protection Agency, Research Triangle Park, N.C..  under
   Contract Number EHS 70-108. January 1973.

2.  Hare, C.T. and K.J. Springer. Study of Exhaust Emissions from Uncontrolled Vehicles and Related Equipment
   Using Internal Combustion Engines. Emission Factors and Impact Estimates for Light-Duty Air-Cooled Utility
   Engines and Motorcycles. Southwest Research Institute. San Antonio, Texas. Prepared for the Environmental
   Protection Agency, Research Triangle Park, N.C., under Contract Number  EHS 70-108. January 1972.
II-4-2                               EMISSION FACTORS                                 4/73

-------
II-5 Small, General Utility Engines


II-5.1 General-This category of engines  comprises small 2-stroke and 4-stroke, air-cooled, gasoline-powered
 motors. Examples of the uses of these engines are: lawnmowers, small electric generators, compressors, pumps,
 minibikes, snowthrowers, and garden tractors. This category does not include motorcycles, outboard motors, chain
 saws, and snowmobiles, which are either included in other parts of this chapter or are not included because of the
 lack of emission data.

    Approximately 89 percent of the more than 44 million engines of this category in service in the United States
 are used in lawn and garden applications.1


II-5.2 Emissions-Emissions from these engines  are reported in Table II-5-1. For the purpose of emission
 estimation, engines in this category have been divided into lawn and garden (2-stroke), lawn and garden (4-stroke),
 and miscellaneous (4-stroke). Emission factors are presented in terms of horsepower hours, annual usage, and fuel
 consumption.


 References for  Section II- 5

 1.   Donohue, J. A., G. C. Hardwick, H. K. Newhall, K. S. Sanvordenker, and N. C. Woelffer. Small Engine Exhaust
     Emissions and Air Quality in the United States. (Presented at the  Automotive Engineering Congress, Society of
     Automotive Engineers, Detroit. January 1972.)

 2.   Hare. C. T.  and  K. J. Springer. Study  of Exhaust Emissions from Uncontrolled Vehicles and Related
     Equipment Using Internal Combustion Engines. Part IV, Small Air-Cooled  Spark Ignition  Utility Engines.
     Final Report. Southwest Research Institute. San Antonio, Tex. Prepared for the Environmental Protection
     Agency, Research Triangle Park, N.C., under Contract No. EHS 70-108. May 1973.
 1/75                            Internal Combustion Engine Sources                         II-5-1

-------
             TableII-5-1.  EMISSION FACTORS FOR SMALL, GENERAL UTILITY ENGINES3'6
                                      EMISSION FACTOR RATING:  B


Engine
2-Stroke, lawn
and garden
g/hphr
g/metric
hphr
g/gal of
fuel
g/unit-
year
4-Stroke, lawn
Sulfur

ox idesc \
(SOX as S02)


0.54
0.54

1.80

38


and garden
Part icu late


7.1
7.1

23.6

470



Carbon
monoxide


486
486


Hydrocarbons
Exhaust


214
214

1,618 ! 713

33,400


1
g/hphr i 0.37 ; 0.44
g/metric
hphr
0.37 0.44


g/gal of 2.37 [ 2.82
279
279

1,790

14,700

Evaporative0


-
-

-

113



23.2
23.2

149
fuel ;
g/unit- : 26 ! 31 : 19,100
year '<
4-Stroke
1,590 113


miscellaneous \
g/hphr 0.39 0.44 ' 250 j 15.2
g/metric 0.39 : 0.44 250
hphr
g/gal of

3.45 2.77 1,571
fuel
g/unit- ; 30
year
15.2



-

95.5
-
1
34 19,300 1,170 290
i
i i
Nitrogen
oxides
(NOX as NO2)


1.58
1.58

5.26

108



3.17
3.17

20.3

217



4.97
4.97

31.2

384


Alde-
hydes
(HCHO)


2.04
2.04

6.79

140



0.49
0.49

3.14

34



0.47
0.47

2.95

36


•"Reference 2.
 Values for g/unit-year were calculated assuming an annual usage of 50 hours and a 40 percent .oact factor. Factors for g/hprr can
 be jsed m  nstances where jnnual usages, load factors, and rated horsepower are known. Horsepower hours are the product of the
 usage in hours, the load factor, and the rated horsepower.
°Values calculated, not measured, based on the use of 0.043 percent sulfur content fuel.
 Values calculated from annual f jei consumption. Evaporative losses from storage and filling operations are not included Isee
 Chapter 4).
II- 5-2
EMISSION FACTORS
1/75

-------
 11-6  Agricultural Equipment
II—6.1 General - Farm equipment can be separated into two major categories: wheeled tractors and other farm
 machinery. In 1972, the wheeled tractor population on farms consisted of 4.5 million units with an average power
 of approximately  34 kilowatts (45  horsepower).  Approximately  30 percent  of the total population of these
 tractors is powered by diesel engines. The average diesel tractor is more powerful than the average gasoline tractor,
 that is, 52 kW (70 hp) versus 27 kW (36 np).1 A considerable amount of population and usage data is available
 for farm tractors. For example, the Census of Agriculture reports the number of tractors  in use for each county in
 the U.S.2  Few data are available on the usage and numbers of non-tractor farm equipment, however. Self-propelled
 combines, forage harvesters, irrigation pumps,  and auxiliary engines  on pull-type combines and balers are examples
 of non-tractor agricultural uses of internal combustion engines. Table II-6-1 presents data on this equipment for
 the U.S.

II-b.2 Emissions  -  Emission  factors  for  wheeled tractors  and other farm  machinery are presented in Table
IL-(.v2. Estimating emissions from the time-based  emission factors—grams per hour (g/hr) and pounds per hour
 (Ib'hr)-requires an average usage value in hours. An approximate figure of 550 hours per year may be used or. on
 r.he basis of power, the relationship, usage in hours = 450 + 5.24 (kW - 37.2) or usage in hours = 450 * 3.89 (hp -
 50) may be employed.1

    The bes: emissions estimates result  from  the  use of "brake specific" emission  factors (g/'kWh or g/hphr).
 Emissions  are the product of the brake specific emission  factor, the usage in hours, the  power available, and the
 load factor (power used divided by power available). Emissions are also reported in terms of fuel consumed.
                   TableII-6-1.  SERVICE CHARACTERISTICS OF FARM EQUIPMENT
                                      (OTHER THAN TRACTORS)3
Machine
Combine, self-
propelled
Combine, pull
type
Corn pickers
and picker-
shelters
Pick-up balers
Forage
harvesters
Miscellaneous
Units in
service, x103
434
289
687
655
295
1205
Typical
size
4.3m
(14ft)
2.4m
(8ft)
2 -row
5400 kg/hr
(6 ton/hr)
3.7 m
(12 ft) or
3-row
-
Typical power
kW
82
19
_b
30
104
22
hp
110
25

40
140
30
Percent
gasoline
50
100

100
0
50
Percent
diesel
50
0

0
100
50
  Reference 1.
  Un powered.


  1/75
Internal Combustion Engine Sources
II-6-1

-------
           TableII-6-2.  EMISSION FACTORS FOR WHEELED FARM TRACTORS AND
                     NON-TRACTOR AGRICULTURAL EQUIPMENT*
                           EMISSION FACTOR RATING: C


Pollutant
Carbon monoxide
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
Exhaust
hydrocarbons
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
Crankcase
hydrocarbons'5
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
Evaporative
hydrocarbons'3
g/u nit- year
Ib/unit-year
Nitrogen oxides
(NOX asN02)
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
Aldehydes
(RCHCasHCHO)

Diesel farm
tractor

161
0.355
4.48
3.34
14.3
119


77.8
0.172
2.28
1.70
7.28
60.7


-
—
-
—
_
—


-
—


452
0.996
12.6
9.39
40.2
335


g/hr ! 16.3
Ib/hr 0.036
g/kWh | 0.456
g/hphr
kg/103 liter
lb/103 gal
Sulfur oxidesc
2)
g/hr
ib/hr
0.340
1.45

Gasoline farm
tractor

3,380
7.46
192
143
391
3,260


128
0.282
7.36
5.49
15.0
125


26.0
0.057
1.47
1.10
3.01
25.1


15,600
34.4


157
0.346
8.88
6.62
18.1
151


7.07
0.016
0.402
0.300
0.821
12.1 j 6.84


42.2
0.093


5.56
0.012
Diesel farm
equipment
(non-tractor)

95.2
0.210
5.47
4.08
16.7
139


38.6
0.085
2.25
1.68
6.85
57.1


-
—
-
—
—
-


-
—


210
0.463
12.11
9.03
36.8
307


7.23
0.016
0.402
0.30
1.22
10.2


21.7
0.048
Gasoline farm
equipment
(non-tractor)

4,360
9.62
292
218
492
4,100


143
0.315
9.63
7.18
16.2
135


28.6
0.063
1.93
1.44
3.25
27.1


1,600
3.53


105
0.231
7.03
5.24
11.8
98.5


4.76
0.010
0.295
0.220
0.497
4.14


6.34
0.014
II-6-2
EMISSION FACTORS
1/75

-------
        TabteII-6-2. (continued). EMISSION FACTORS FOR WHEELED FARM TRACTORS AND
                           NON-TRACTOR AGRICULTURAL EQUIPMENT3
                                  EMISSION FACTOR RATING:  C


Pollutant
g/kWh
g/hphr
kg/103 liter
lb/103 gal
Paniculate
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal

Diesel farm
tractor
1.17
0.874
3.74
31.2

61.8
0.136
1.72
1.28
5.48
45.7

Gasoline farm
tractor
0.312
0.233
0.637
5.31

8.33
0.018
0.471
0.361
0.960
8.00
Diesel farm
equipment
(non-tractor)
1.23
0.916
3.73
31.1

34.9
0.077
2.02
1.51
6.16
51.3
Gasoline farm
equipment
(non- tractor)
0.377
0.281
0.634
5.28

7.94
0.017
0.489
0.365
0.823
6.86
aReferenc8 1.
 Crankcase and evaporative emissions from diesel engines are considered negligible.
°Not measured. Calculated from fuel sulfur content of 0.043 percent ana 0.22 percent for gasoline-powered and di»s«l-
 povuered equipment, respectively.
References for Section H-6
 1.  Hare. C. T. and K. J. Springer. Exhaust Emissions from Uncontrolled Vehicles and Related Equipment Using
    Internal Combustion Engines. Final Report. Part 5: Heavy-Duty Farm. Construction and Industrial Engines.
    Southwest Research Institute. San Antonio, Tex. Prepared for Environmental Protection Agency, Research
    Triangle Park. N.C.. under Contract No. EHS 70-108. August 1973. 97 p.

 2.  County Farm Reports. U.S. Census of Agriculture. U.S. Department of Agriculture. Washington, D.C.
 1/75
Internal Combustion Engine Sources
11-6-3

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II-7    Heavy-Duty Construction Equipment

I1-7.1  General  -  The  useful  life  of construction  equipment  is  fairly
short  because  of  the  frequent  and severe  usage it  must endure.   The
annual  usage  of the  various  categories  of  equipment  considered  here
ranges  from  740 hours   (wheeled  tractors  and  rollers)   to  2000  hours
(scrapers  and off-highway trucks).   This high  level  of  use  results  in
average  vehicle  lifetimes   of   only  6  to  16  years.    The  equipment
categories  in this  section  include:   track  type tractors,  track  type
loaders,  motor  graders,   wheel   tractor  scrapers,   off-highway  trucks
(includes  pavement  cold planers  and  wheel  dozers),  wheeled  loaders,
wheeled  tractors,   rollers  (static  and  vibratory),   and  miscellaneous
machines.  The  latter  category contains an array  of less  numerous  mobile
and  semi-mobile machines used  in  construction  such as   log  skidders,
hydraulic   excavators/crawlers,   trenchers,   concrete  pavers,   compact
loaders,  crane  lattice  booms, cranes,  hydraulic  excavator  wheels,  and
bituminous pavers.   Some of these  categories  are different  from  the Third
Edition.

II-7.2  Emissions -  Recently,  Environmental Research  and Technology, Inc.
prepared  a  report3  under the  sponsorship  of a  consortium  of  industry
groups.  This  report,  referred to as the CAL/ERT  report,  provided  a very
comprehensive investigation of farm  construction  and  industrial  equipment
emissions.   The  emissions  of twenty  different   types  of  construction
equipments are grouped  roughly according to  the  categories in  the Third
Edition by  their populations  in California (based on a report prepared by
the California  Air  Resources  Board4).   The  updated  emission  factors  on
HC/CO/NO*  for heavy-duty  construction equipment  for  diesel  engines  are
reported  in  Table  II-7.1.  No update has  been done  on  other  emissions
(aldehydes,  sulfur  oxides,  and   particulates),  and  their  values  are
carried over from the Third Edition.  Less than five percent of  the sales
use gasoline  engines,  and the trend is toward complete dieselization.   No
update  has  been don*  on  the  gasoline  engine  construction  equipment
emissions.    Therefore,  the  emission factors  for gasoline engines  from
the  Third  Edition   are  reprinted  in  Table  II-7.2.    The  factors  are
reported  in  three  different   forms-on  the  basis  of  running  time,  fuel
consumed, and power consumed.

In order  to  estimate emissions from time-based emission  factors,  annual
equipment  usage  in hours must be estimated.   The  following estimates of
use  for the  equipment  listed  in  the  tables  should  permit  reasonable
emission calculations.
                                  II-7-1

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        Category                     Annual operation, hours/year

        Tracklaying tractors                         1050
        Tracklaying shovel loaders                   1100
        Motor graders                                 830
        Scrapers                                     2000
        Off-highway trucks                           4000
        (including wheeled dozers)                   2000
        Wheeled loaders                              1140
        Wheeled tractors                              740
        Rollers                                       740
        Miscellaneous                                1000

The best method  for calculating  emissions,  however, is  on the  basis  of
"brake  specific"  emission  factors  (g/kWh  or g/hphr).   Emissions  are
calculated by  taking the  product of the  brake specific  emission factor,
the usage  in hours, the  power  available (that is,  rated  power),  and the
load factor (the power actually used divided by the power available).
                                  II-7-2

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References for Section II-7

1.  Hare,  C.T.  and K.J.  Springer.   Exhaust  Emissions  from  Uncontrolled
    Vehicles    and   Related   Equipment    Using   Internal    Combustion
    Engines-Final  Report.   Part  5:   Heavy-Duty  Farm,  Construction,  and
    Industrial  Engines.   Southwest Research  Institute,  San Antonio,  Tex.
    Prepared for Environmental Protection Agency,  Research Triangle Park,
    H.C., under Contract No. EHS 70-108.  October 1973.  105p.

2.  Hare,  C.T.  Letter  to C.C. Masser of  Environmental Protection Agency,
    Research Triangle  Park,  N.C.,  concerning  fuel-based  emission  rates
    for  farm,  construction,  and  industrial  engines.    San Antonio,  Tex.
    January 14, 1974.  4p.

3.  Ingalls, Melvin N.   Recommended Revisions to  Gaseous Emission Factors
    from  Several  Classes   of  Off-Highway  Mobile Sources—Final  Report.
    Southwest  Research  Institute,  San  Antonio,  Texas.   Prepared  for
    Environmental   Protection  Agency,   Office   of   Mobile   Source   Air
    Pollution  Control,  Ann  Arbor,  MI.,  under   Contract  NO.  68-03-3162
    September 1984.

4.  State  of  California  Air Resources Board.   Status Report:   Emissions
    Inventory  on  Non-Farm  (MS-1),  Farm  (MS-2),  and  Lawn  and  Garden
    (Utility) (MS-3) Equipment.   July 1983.  87p.
                                  II-7-3

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       Table II-7.1 Emission Factors for Heavy-Duty, Diesel-Powered
                          Construction Equipment8
                        Emission Factor Rating:  C
Pollutant
CARBON MONOXIDE
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
EXHAUST HYDROCARBONS
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
NITROGEN OXIDES
(NOX as NO2)
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
ALDEHYDES
(RCHO as HCHO)
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
SULFUR OXIDES
(SOx as S02)
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
PARTICULATE
g/hr
Ib/hr
g/kWh
g/hphr
kg/10"
Track-type Wheeled  Wheeled
tractor    tractor  dozer"
         Motor
Scraper  grader
157.01
0.346
2.88
2.15
9.4
78.5
55.06
0.121
1.01
0.75
3.31
27.6
570.70
1.26
10.47
7.81
34.16
284.92
12.4
0.027
0.228
0.170
0.745
6.22
62.3
0.137
1.14
0.851
3.73
31.1
50.7
0. 112
0.928
0.692
3.03
25.3
1622.77
3.59
9.84
7.34
32.19
268.5
85.26
0.188
2.36
1.76
7.74
64.6
575.84
1.269
15.96
11.91
52.35
436.67
13.5
0.030
0.378
0.282
1.23
10.3
40.9
0.090
1.14
0.851
3.73
31.1
61.5
0.136
1.70
1.27
5.57
46.5
568.19
1.257
3.28
2.45
10.16
84.6
128.15
0.282
0.74
0.55
2.28
19.0
1740.74
3.840
10.00
7.46
30.99
258.6
29.5 65.
0.065 0.143
0.215 0.375
0.160 0.280
0.690 1.16
5.76 9.69
158. 210.
0.348 0.463
1.16 1.21
0.867 0.901
3.74 3.74
31.2 31.2
75. 184.
0.165 0.406
0.551 1.06
0.411 0.789
1.77 3.27
14.8 27.3
68.46
0.151
2.06
1.54
6.55
54.65
18.07
0.040
0.48
0.36
1.53
12.73
324.43
0.713
9.57
7.14
30.41
253.84
5.54
0.012
0.162
0.121
0.517
4.31
39.0
0.086
1.17
0.874
3.73
31.1
27.7
0.061
0.838
0.625
2.66
22.2
    References  3   and   4   for  the  HC/CO/NO*  emissions,  and
    references 1 and 2 for other emissions.

    The wheeled  dozer  HC/CO/NCX emissions  are included  in  the
    off-highway truck category.
                                  i r - 7 - 4

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     Table II-7.1  (cont'd) Emission  Factors for Heavy-Duty
                          Diesel-Powered
                     Construction Equipment0
                   Emission Factor Rating:  C
                                       Off-

Pollutant
CARBON MONOXIDE
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
EXHAUST HYDROCARBONS
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/101 gal
NITROGEN OXIDES
(NOX as NO2)
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
ALDEHYDES
(RCHO as HCHO)
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
SULFUR OXIDES
(SOX as SO2)
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
PARTI CULATE
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
Wheeled
loader

259.58
0.572
3.63
2.71
11.79
98.66

113.17
0.25
1.59
0.97
5.17
43.16


858.19
1.89
11.81
8.81
38.5
321.23


18.8
0.041
0.264
0.197
0.859
7.17


82.5
0.182
1.15
0.857
3.74
31.2

77.9
0.172
1.08
0.805
3.51
29.3
Tracktype
loader

91.15
0.201
3.03
2.26
9.93
82.85

44.55
0.098
1.49
1.11
4.85
40.55


375.22
0.827
12.46
9.30
40.78
339.82


4.00
0.009
0.134
0.100
0.439
3.66


34.4
0.076
1.14
0.853
3.74
31.2

26.4
0.058
0.878
0.655
2.88
24.0
Highway
truck"

816.81
1.794
4.70
2.28
14.73
123.46

86.84
0.192
0.50
0.37
1.58
13.16


1889.16
4.166
10.92
8.15
34.29
286.10


51.0
0.112
0.295
0.220
0.928
7.74


206.
0.454
1.19
0.887
3.74
31.2

116.
0.256
0.673
0.502
2.12
17.7

Roller

137.97
0.304
8.08
6.03
22.64
188.37

30.58
0.067
1.30
0.97
3.60
30.09


392.90
0.862
17.49
13.05
48.49
404.51


7.43
0.016
0.263
0.196
0.731
6.10


30.5
0.067
1.34
1.00
3.73
31.1

22.7
0.050
1.04
0.778
2.90
24.2
Miscel-
laneous

306.37
0.675
6.16
4.60
18.41
153.51

69.35
0.152
1.35
1.01
4.04
33.70


767.30
1.691
14.75
11.01
44.10
368.01


13.9
0.031
0.272
0.203
0.813
6.78


64.7
0.143
1.25
0.932
3.73
31.1

63.2
0.139
1.21
0.902
3.61
30.1
References  3   and   4   for  the  HC/CO/NOX  emissions  and
references 1 and 2 for other emissions.
The   off-highway    truck    category    incudes   HC/CO/NOX
emissions from the wheeled dozer.
                             II-7-5

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      Table II-7.2 Emission Factors for Heavy-Duty, Gasoline-Powered
                          Construction Equipment8
                        Emission Factor Rating:  C
Pollutant
CARBON MONOXIDE
g/hr
Ib/hr
g/kWh
g/hphr
kg/103
lb/103
EXHAUST HYDROCARBONS
g/hr
Ib/hr
g/kWh
g/hphr
kg/103
lb/103
EVAPORATIVE
HYDROCARBONS"
g/hr
Ib/hr	
CRANKCASE
HYDROCARBONS"
g/hr
Ib/hr
NITROGEN OXIDES
(NO* as NO2)
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 gal
ALDEHYDES
(RCHO as HCHO)
g/hr
Ib/hr
 0.0198
g/kWh
g/hphr
kg/103 liter
lb/103 gal
SULFUR OXIDES
(SOX as S02)
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/10- qal
Wheeled
tractor
4320.
9.52
190.
142.
389.
3250.
164.
0.362
7.16
5.34
14.6
122.
30.9
0.0681
32.6
0.0719
195.
0.430
8.54
6.37
17.5
146.
7.97
0.0176
0.341
0.254
0.697
5.82
7.03
0.0155
0.304
0.227
0.623
5.20
Motor
grader
5490.
12.1
251.
187.
469.
3910.
186.
0.410
8.48
6.32
15.8
132.
30.0
0.0661
37.1
0.0818
145.
0.320
6.57
4.90
12.2
102.
8.80
0.0194
0.386
0.288
0.721
6.02
7.59
0.0167
0.341
0.254
0.636
5.31
Wheeled
loader
7060.
15.6
219.
163.
435.
3630.
241.
0.531
7.46
5.56
14.9
124.
29.7
0.0655
48.2
0.106
235.
0.518
7.27
5.42
14.5
121.
9.65
0.0213
0.298
0.222
0.593
4.95
10.6
0.0234
0.319
0.238
0.636
5.31
Roller
6080.
13.4
271.
202
460.
3840.
277 .
0.611
12.40
9.25
21.1
176.
28.2
0.0622
55.5
0.122
164.
0.362
7.08
5.28
12.0
100.
7.57
0.0167
0.343
0.256
0.582
4.86
8.38
0.0185
0.373
0.278
0.633
5.28
Miscel-
laneous
7720.
17.0
266.
198.
475.
3960.
254.
0.560
8.70
6.49
15.6
130.
25.4
0.0560
50.7
0.112
187.
0.412
6.48
4.79
11.5
95.8
9.00
0.0198
0.298
0.222
0.532
4.44
10.6
0.0234
0.354
0.264
0.633
5.28
                                  II-7-6

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          Table II-7.2 (cont'd) Emission Factors for Heavy-Duty,
                              Gasoline-Powered
                          Construction Equipment8
                        Emission Factor Rating:  C
Wheeled
tractor
10.9
0.0240
0.484
0.361
0.991
8.27
Motor
grader
9.40
0.0207
0.440
0.328
0.822
6.86
Wheeled
loader
13.5
0.0298
0.421
0.314
0.839
7.00

Roller
11.8
0.0260
0.527
0.393
0.895
7.47
Miscel-
laneous
11.7
0.0258
0.406
0.303
0.726
6.06
Pollutant
PARTICULATE
g/hr
Ib/hr
g/kWh
g/hphr
kg/103 liter
lb/103 qal
    References 1 and 2.

    Evaporative  and  crankcase  hydrocarbons  based  on  operating
    time only (Reference 1).
                                  II-7-7

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 II-8 Snowmobiles


II-8.1 General - In order  to develop emission factors for snowmobiles, mass emission rates must be known, and
 operating cycles representative of usage in the field  must be either known or assumed. Extending the applicability
 of data from tests of a  few vehicles to the total snowmobile population requires additional information on the
 composition of the vehicle population by engine size and type. In addition, data on annual usage and total machine
 population are necessary when the effect of this source on national emission levels is estimated.

    An accurate determination of the number  of snowmobiles in use is quite easily obtained because most states
 require registration of the vehicles. The most notable features of these registration data are that almost 1.5 million
 sleds are operated in the United States, that more than 70 percent of the snowmobiles are registered in just four
 states (Michigan. Minnesota, Wisconsin, and New York), and that only about 12 percent of all snowmobiles are
 found in areas outside the northeast and northern midwest.


II-8.2 Emissions - Operating data on snowmobiles are somewhat limited, but enough are available so that an
 attempt  can be made  to construct a representative  operating cycle. The required end products of this effort are
 time-based weighting factors for the speed/load conditions at which the test engines were operated; use of these
 factors will  permit computation  of "cycle composite" mass emissions, power consumption, fuel consumption, and
 specific pollutant emissions.


    Emission  factors for  snowmobiles  were  obtained through an EPA-contracted  study1 in which  a  variety of
 snowmobile  engines were tested to obtain exhaust emissions data. These emissions data  along with annual usage
 data  were used by the contractor to estimate emission factors and the nationwide emission impact of this pollutant
 source.

    To arrive  at  average emission factors for snowmobiles, a reasonable estimate of average  engine size  was
 necessary. Weighting the size of the  engine to  the degree to which each engine is assumed to be representative of
 the total population of engines in service resulted in an estimated average displacement of 362 cubic centimeters
 (cm3).

    The speed/load  conditions at which the  test engines were operated  represented, as closely as  possible, the
 normal operation of snowmobiles in the field. Calculations using the fuel consumption data obtained during the
 tests and the previously approximated average displacement of 362 cm-3 resulted in an estimated average  fuel
 consumption of 0.94 gal/In.

    To compute snowmobile emission factors on a gram per unit year basis, it is necessary to know  not only the
 emission factors  but  also the annual operating time. Estimates of this usage are discussed in  Reference  1. On a
 national basis, however, average  snowmobile usage can be assumed  to be 60 hours per year. Emission factors for
 snowmobiles are presented in TableII-b-l.


 References for Section II-8


 1.   Hare.  C.  T. and  K. J. Springer.  Study of Exhaust  Emissions  from Uncontrolled Vehicles  and  Related
     Equipment Using Internal Combustion Engines. Final  Report.  Part  7: Snowmobiles.  Southwest Research
     Institute. San Antonio. Tex. Prepared for Environmental Protection  Agency.  Research Triangle Park. N.C..
     under Contract No. EHS 70-108. April 1974.
 1/75                            Internal Combustion Engine Sources                          II-8-1

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                               Tabl«II-8-1. EMISSION FACTORS FOR
                                          SNOWMOBILES
                                   EMISSION FACTOR RATING:  B
Pollutant
Carbon monoxide
Hydrocarbons
Nitrogen oxides
Sulfur oxides0
Solid particulate
Aldehydes (RCHO)
Emissions
g/u nit-year3
58,700
37,800
600
51
1,670
552
g/galb
1,040.
670.
10.6
0.90
29.7
9.8
g/literb
275.
177.
2.8
0.24
7.85
2.6
9/hrb
978.
630.
10.0
0.85
27.9
9.2
                   "Based on 60 hours of operation per year and 362 cm  displacement.
                    Bated on 362 cm3 displacement and average fuel consumption of 0.94 gal/hr.
                   °Based on sulfur content of 0.043 percent by weight.
11-8-2
EMISSION FACTORS
75
                                                                   "U.S.  GOVERNMENT PRINTING OFFICE.1985-6ni-346

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