recreational marine engines nonroad large si engines · page 3 marine--regulatory history we...
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![Page 1: Recreational Marine Engines Nonroad Large SI Engines · Page 3 Marine--Regulatory History We proposed standards for all marine engines in 1994 – 1996 final rule included standards](https://reader030.vdocuments.site/reader030/viewer/2022021612/5b5f10707f8b9a8b4a8d8975/html5/thumbnails/1.jpg)
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Recreational Marine Engines
Nonroad Large SI Engines
Office of Transportation and Air Quality
January 2001
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Recreational Marine(Rulemaking will not include outboards/personal watercraft)
sterndrive(inboard/outboard)
jetdrive(used in personal watercraft)
inboard(direct drive)
outboard
inboard(with V-drive)
air boat
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Marine--Regulatory History
■ We proposed standards for all marine engines in 1994– 1996 final rule included standards only for outboard and personal
watercraft
– Sterndrive/Inboard excluded from 1996 rule» they appeared to be a clean alternative to outboards
» technology for reducing emissions needed further investigation
■ We finalized standards for commercial marine diesel engines in1999– Recreational engines excluded for concern over small-business impacts and
greater design challenge
■ California ARB aiming for final sterndrive/inboard standards inSpring 2001
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Marine--Product Overview
■ Annual sales mix– recreational marine diesel: 11,000
– sterndrive/inboard gasoline: 110,000
■ Many recreational boats come with gasoline/diesel option– regulating both at same time maximizes ability to consider competitive
issues
■ Engine manufacturing– Diesel: adjusted calibration is the only difference from commercial marine
engines, which are also used in land-based applications
– Gasoline: most manufacturers make dedicated marine engines bymarinizing base automotive engines
■ Scope– Gasoline engines would also include jet boats and airboats
– Need to refine personal watercraft definition to separate them from largercraft included in this proposal
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Marine Diesel Issues
■ Standards: data support proposing emission standards from thecommercial marine diesel final rule– 7.2 to 7.5 g/kW-hr HC+NOx, 0.2 to 0.4 g/kW-hr PM
■ Lead time: may need additional lead time beyond 2004, whenstandards start for most commercial marine diesel engines
■ Compliance program: most provisions would match those forcommercial marine diesel engines
■ Off-cycle: requesting comment on not-to-exceed provisions
■ Useful life: typical lifetime is 500 hours or more
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Sterndrive/Inboard Issues
■ Emission standards: requesting comment on standards withand without catalysts (5 to 10 g/kW-hr HC + NOx)
■ Lead time: Requesting comment on implementing standards in2005 or 2006 model year
■ Off-cycle: requesting comment on not-to-exceed provisions
■ Useful life: typical lifetime is 500 hours or more
■ Small business provisions: most engine marinizers and boatbuilders qualify as small businesses
■ Evaporative emissions: requesting comment on controllinggasoline vapor losses
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Large SI
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Large SI--Product Overview
■ Equipment types:– Vehicles: forklifts, airport equipment, sweepers
– Portable equipment: generators, pumps, compressors, saws
■ Engine types– Most are derived from automotive engines
– A few are air-cooled industrial engines--more challenging to control
■ Fuel types– 70 percent of engines use LPG
– Most of the rest are gasoline-fueled
– Fuel conversions and dual-fuel engines are common
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Large SI--Applications
F o rk lif t
G en erat o r
W eld er
C o m m ercial t u rf
P u m p
A ir co m p res s o r
B aler
Irr igat io n s et
A erial lif t
Scru b b er/s w eep er
C h ip p er/gr in d er
O t h er
Total annual sales = 100,000
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Large SI--Regulatory History
■ California ARB adopted a final rule for Large SI engines inOctober 1998– 4 g/kW-hr NOx+NMHC standard phases in from 2001 through 2004
(50 g/kW-hr CO)
– Standards were set to ensure feasibility based on limited deterioration data
– Projected technology includes electronic fuel systems with 3-way catalyst
– Compliance program includes production-line and in-use testing bymanufacturers
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Large SI Issues
■ Emission standards:– Propose California ARB standards for 2004 model year
– Data show engines can meet more stringent standards
– Aiming to propose 1.5 to 2.5 g/kW-hr HC+NOx standard for 2007 model year
■ Test procedure: developing transient duty cycle– testing over normal forklift operation shows high emissions variability
■ Off-cycle: potential not-to-exceed provisions would be tailored toLarge SI technology/operation
■ Diagnostics: pursue basic engine diagnostics to keep engines atstoichiometry
■ Evap: explore possible steps to address evaporative emissions– fuel boiling, diurnal losses, fuel permeation