UNITED STATES ENVIRONMENTAL PROTECTION AGENCY ANN ARBOR, MI 48105 November 30, 2005 OFFICE OF AIR AND RADIATION MEMORANDUM SUBJECT: Updates to Technology Mix, Emissions Factors, Deterioration Rates, Power Distribution, and Fuel Consumption Estimates for SI Marine Engines in the NONROAD Emissions Inventory Model FROM: Mike Samulski Assessment and Standards Division TO: Docket EPA HQ OAR 2004 0008 Since 1998, spark ignition marine engine manufacturers have been certifying their outboard and personal watercraft ( OB/ PWC) marine engines to EPA exhaust emission standards. As a result, we have a database that contains eight model years of data ( 1998 2005 model years) for the certified engine families. These data include emission test results, certification levels, sales projections, and technology descriptions by manufacturer. Technology descriptions include fuel system, engine cycle, rated power, and application. Manufacturers of sterndrive and inboard marine engines ( SD/ I) began certifying their engines in California with the 2003 model year.

This memorandum describes an effort that was made to update several of the parameters in the NONROAD emission inventory model based on the above information. These parameters include technology mix, emission factors, deterioration rates, and power distribution for outboard and personal watercraft marine engines. Certification data used for this analysis is available at www. epa. gov/ otaq/ certdata. htm and www. arb. ca. gov/ msprog/ offroad/ cert. Tables of the 2005 model year OB/ PWC certification data, and the 2003 model year SD/ I California certification data are attached to this memo. Sales projections are not explicitly presented in this memo because they are confidential business information. In addition, this analysis presents the effect of the updated parameter modifications on the NONROAD inventory projections.

The certification database does not include information on fuel consumption or particulate matter ( PM) emissions. Current fuel consumption estimates for SI marine engines are based on limited fuel consumption data. Over the last several years, however, we have collected more fuel consumption data on SI marine engines. This document presents this data and discusses updates to the fuel consumption factors in the NONROAD model. This document also includes an analysis intended to better represent PM emission factors for marine engines. 2 A. Technology Mix 1. Technology Designations " Technology mix" refers to the distribution of various engine technologies used in outboard and personal watercraft marine engines. The technology classes used in the NONROAD model differentiate between engine cycle ( 2 vs. 4 stroke), fuel system ( carbureted, fuel injected, engine modifications), and aftertreatment. Using information in the certification database, the list of technology classes was changed somewhat to better reflect actual production.

The NONROAD model currently uses numerical designations to represent the technologies for marine engines. For other categories ( such as Small SI), the NONROAD model uses headings that are intended to reflect the technology used. As part of this effort, the nomenclature has been updated to better identify the technologies. Table A 1 presents the new and old technology designations.

The updated designations are comprised of 4 5 characters. The first character is " M" for marine. The second character is either " O", " P" or " S" for outboard, personal watercraft, or sterndrive/ inboard. The third character refers to the cycle ( 2 or 4 stroke), and the fourth character refers to the fuel system (" C" for carbureted, " I" for indirect injection, and " D" for direct injection). The final character denotes aftertreatment with an " A." For two stroke engines, " indirect injection" refers to any fuel injection that is not directly injected into the cylinder ( such as throttle body fuel injection). For four stroke engines, " direct injection" includes port fuel injection. 3 Table A 1: Marine Engine Technology Class and Designations Technology Class Differentiation Class Designation Type Cycle Fuel System Aftertreatment NONROAD* Updated Outboard 2 Stroke Carbureted none M1 MO2C Carburetor Modifications none M5

Carbureted 3 Way Catalyst M6

Indirect Injection none M8 MO2I Direct Injection none M9 MO2D 4 Stroke Carbureted none M4 MO4C Indirect Injection none  MO4I Direct Injection none  MO4D PWC 2 Stroke Carbureted none M2 MP2C Carburetor Modifications none M14

Carbureted 2 Way Catalyst  MP2CA Indirect Injection none  MP2I Direct Injection none  MP2D 4 Stroke Carbureted none M13 MP4C Indirect Injection none  MP4I Direct Injection none  MP4D SD/ I 4 stroke Carbureted none M3 MS4C Indirect Injection none  MS4I Direct Injection none M10 MS4D * NONROAD has additional marine designations that have placeholders but are not used.

2. Technology Mix by Model Year and Power Bin Because the OB/ PWC exhaust emission standards are phased in over nine years from 1998 2006, we anticipate that the technology mix of the fleet will change for each model year. This is the reason that the NONROAD model has several technology classes and allows for a varied technology mix by model year. The NONROAD model also divides the engines into eleven power bins ( bin 8 was recently split into two bins). Therefore, it can account for differences in technology distributions for different sized engines. Table A 2 presents the power bins used for OB/ PWC engines in the NONROAD model. 4 Table A 2: NONROAD OB/ PWC Power Bins Bin Minimum kW Maximum kW 1234567 8a 8b 9 10 11* 12* 0 2.3 4.6 8.3 12.0 18.7 29.9 37.4 55.9 74.7 130.6 223.8 447.5 2.2 4.5 8.2 11.9 18.6 29.8 37.3 55.9 74.6 130.5 223.7 447.4 +

* For OB/ PWC, there are no engines in these bins ( Bin 10 EFs/ DFs/ technology mix can be used here as default values)

The determination of the technology mix for model years 1998 2005 was straight forward using the certification data. For each power class, the technology was distributed based on projected sales reported by the manufacturers. For the 2006 model year, the technology mix was extrapolated based on the trend in technology development observed in the previous years for each power bin. To check the reasonableness of this extrapolation, the 2006 weighted average emission factors were calculated and compared to the standard ( see section B). This comparison was deemed to be reasonable. For model years prior to 1998, no changes are recommended to the NONROAD model technology mix. For the 2007 and later model years, the 2006 technology mix is assumed to remain constant because this is the final year of the standards phase in. Table A 3 presents the updated technology mix for outboards by model year and power bin. Table A 4 presents the technology mix for personal watercraft. 5 Table A 3: Updated Outboard Technology Mix Bin MY MO2C MO2I MO2D MO4C MO4I MO4D 1 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 1.000 0.620 0.673 0.601 0.350 0.104 0.088 0.104 0.100 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.380 0.327 0.399 0.650 0.896 0.912 0.896 0.900 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 0.707 0.730 0.596 0.547 0.463 0.443 0.554 0.386 0.400 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.293 0.270 0.404 0.453 0.537 0.557 0.446 0.614 0.600 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 3 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 0.710 0.672 0.523 0.169 0.269 0.222 0.185 0.157 0.150 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.290 0.328 0.477 0.831 0.731 0.778 0.815 0.843 0.850 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 4 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 0.732 0.802 0.546 0.124 0.203 0.282 0.240 0.132 0.150 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.268 0.198 0.454 0.876 0.797 0.718 0.760 0.868 0.850 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 5 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 0.928 0.866 0.720 0.748 0.678 0.535 0.295 0.406 0.300 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.072 0.134 0.280 0.252 0.322 0.465 0.705 0.594 0.700 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 6 Bin MY MO2C MO2I MO2D MO4C MO4I MO4D 6 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 0.688 0.794 0.569 0.421 0.385 0.515 0.390 0.267 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.312 0.206 0.431 0.579 0.566 0.396 0.368 0.532 0.500 0.000 0.000 0.000 0.000 0.049 0.089 0.242 0.201 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 7 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 0.945 0.758 0.460 0.689 0.615 0.566 0.645 0.412 0.400 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.019 0.051 0.029 0.000 0.026 0.050 0.055 0.242 0.249 0.155 0.181 0.299 0.125 0.127 0.150 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.290 0.137 0.153 0.106 0.230 0.435 0.400 8a/ 8b 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 0.790/ 1.000 0.785/ 0.837 0.639/ 0.519 0.460/ 0.472 0.362/ 0.476 0.384/ 0.470 0.197/ 0.275 0.193/ 0.310 0.200 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000/ 0.120 0.000/ 0.085 0.000/ 0.069 0.000/ 0.007 0.000/ 0.170 0.000/ 0.114 0.100 0.156/ 0.000 0.067/ 0.163 0.145/ 0.362 0.456/ 0.421 0.423/ 0.300 0.439/ 0.237 0.287/ 0.207 0.148/ 0.001 0.000 0.000 0.000 0.000 0.000 0.179/ 0.000 0.127/ 0.000 0.428/ 0.000 0.405/ 0.000 0.300 0.054/ 0.000 0.148/ 0.000 0.216/ 0.000 0.084/ 0.022 0.037/ 0.155 0.051/ 0.286 0.088/ 0.348 0.254/ 0.575 0.400 9 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 0.914 0.702 0.622 0.559 0.487 0.390 0.382 0.167 0.150 0.000 0.029 0.068 0.028 0.050 0.041 0.026 0.004 0.050 0.086 0.227 0.178 0.202 0.253 0.261 0.055 0.301 0.300 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.059 0.127 0.102 0.105 0.378 0.037 0.050 0.000 0.042 0.073 0.084 0.108 0.202 0.159 0.491 0.450 10 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 0.740 0.250 0.338 0.222 0.039 0.005 0.026 0.004 0.000 0.072 0.424 0.204 0.150 0.378 0.308 0.106 0.259 0.250 0.188 0.326 0.459 0.628 0.449 0.487 0.583 0.595 0.600 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.072 0.200 0.243 0.142 0.150 0.000 0.000 0.000 0.000 0.062 0.000 0.042 0.000 0.000 7 Table A 4: Updated Personal Watercraft Technology Mix Bin MY MP2C MP2I MP2D MP2CA MP4C MP4I MP4D 1 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 1.000 1.000 1.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 1.000 1.000 1.000 1.000 1.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 1.000 1.000 1.000 1.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 1.000 1.000 1.000 1.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 3 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 1.000 1.000 1.000 1.000 1.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 1.000 1.000 1.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 4 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.800 0.600 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.200 0.400 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 5 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 0.218 0.218 0.218 0.218 0.218 0.218 0.218 0.200 0.200 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.782 0.782 0.782 0.782 0.782 0.782 0.782 0.800 0.800 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 8 Bin MY MP2C MP2I MP2D MP2CA MP4C MP4I MP4D 6 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 1.000 0.000 0.640 0.000 0.017 0.019 0.019 0.019 0.019 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.000 0.360 1.000 0.983 0.981 0.981 0.981 0.981 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 7 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.700 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.300 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 8a/ 8b 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 1.000 0.991/ 0.394 0.932/ 0.803 0.928/ 0.770 0.976/ 0.700 0.906/ 0.720 1.000/ 0.541 1.000/ 0.900 0.900/ 0.300 0.000 0.000/ 0.606 0.000/ 0.197 0.000/ 0.230 0.000/ 0.150 0.000/ 0.219 0.000/ 0.459 0.000/ 0.660 0.000/ 0.600 0.000 0.000 0.000 0.000 0.000/ 0.150 0.000/ 0.061 0.000 0.000 0.000/ 0.100 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.009/ 0.000 0.068/ 0.000 0.072/ 0.000 0.024/ 0.000 0.094/ 0.000 0.000 0.000 0.100/ 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 9 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 1.000 0.957 0.655 0.496 0.343 0.137 0.174 0.059 0.050 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.043 0.229 0.242 0.245 0.336 0.055 0.036 0.050 0.000 0.000 0.116 0.262 0.149 0.037 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.072 0.192 0.455 0.068 0.050 0.000 0.000 0.000 0.000 0.191 0.299 0.316 0.837 0.850 10 1998 1999 2000 2001 2002 2003 2004 2005 2006+ 1.000 1.000 0.480 0.588 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.520 0.300 0.686 0.500 0.863 0.690 0.700 0.000 0.000 0.000 0.112 0.314 0.500 0.137 0.310 0.300 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1 " Revisions to the June 2000 Release of NONROAD to Reflect New Information and Analysis on Marine and Industrial Engines," Memorandum from Mike Samulski, U. S. EPA to Docket A 98 01,

9 For SD/ I engines, we do not have an EPA certification database because there are currently no federal exhaust emission standards in place for these engines. However, the first Tier of California exhaust emission standards for SD/ I engines began in 2003. Manufacturers certifying to the California standards project both their California and national sales for each engine family. Six SD/ I manufacturers certified in 2003 California. We estimate that these six manufacturers make up more than 90 percent of the total national SD/ I engine sales. Therefore, we believe that it is reasonable to use the California data to estimate the SD/ I technology mix for 2003.

The SD/ I technology bins in the NONROAD model were developed based on information available in 2000.1 At that time, about half of new SD/ I sales were estimated by industry to use electronic fuel injection. Only a few years before, this technology was not used on SD/ I engines at all. At that time, industry projections were that most, if not all, SD/ I engines would be fuel injected by 2004.

At this time, the California certification database shows that about 40% of the engines certified in 2003 are still equipped with carburetors. Based on this information, we believe that it is appropriate to update the technology mix for SD/ I engines to reflect this slower introduction of electronic fuel injection. SD/ I engines in California range from 100 350 kW, which fall in the bins 9 through 11. However, because the NONROAD model projects the introduction of electronic fuel injection in bins 8 and 12, we are updating the technology mix for these bins as well.

For Bin 8, we are using the same technology mix as for Bin 9. Although no electronic fuel injection is used on the engines in Bin 9, we believe that it can be applied and will likely be used in California beginning in 2009. However, these engines are likely entry level engines for the marine market and there would be an incentive to keep costs low by using less sophisticated fuel systems in 49 state engines. For this reason, we limit the fuel injection projection to 50% of the technology mix for these bins.

Bin 12 represents high performance engines, which are not represented by the California data because they will not need to certify in California until 2009. The technology mix in the NONROAD model currently projects a high use of electronic fuel injection in this bin. However, recent discussions with industry suggest that these engines are largely carbureted. Therefore, we are limiting the fuel injection projection in bin 12 to 50%. Table A 5 presents the updated technology mix for SD/ I engines. 10 Table A 5: Updated Sterndrive/ Inboard Technology Mix MY Bins 8, 9 Bin 10 Bin 11 Bin 12 MS4C MS4D MS4C MS4D MS4C MS4D MS4C MS4D < 1995 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009+ 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.917 0.833 0.750 0.667 0.583 0.500 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.083 0.167 0.250 0.333 0.417 0.500 1.000 1.000 0.900 0.800 0.700 0.600 0.562 0.523 0.485 0.446 0.388 0.331 0.273 0.215 0.158 0.100 0.000 0.000 0.100 0.200 0.300 0.400 0.439 0.477 0.516 0.554 0.612 0.669 0.727 0.785 0.842 0.900 1.000 0.900 0.800 0.700 0.600 0.500 0.375 0.250 0.125 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.100 0.200 0.300 0.400 0.500 0.625 0.750 0.875 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.900 0.800 0.700 0.600 0.500 0.500 0.500 0.500 0.500 0.500 0.500 0.500 0.500 0.500 0.500 0.000 0.100 0.200 0.300 0.400 0.500 0.500 0.500 0.500 0.500 0.500 0.500 0.500 0.500 0.500 0.500 B. Emission Factors When certifying their engines to the HC+ NOx standards, OB/ PWC manufacturers submit separate test results for HC and NOx to EPA. Although EPA has not set CO emission standards for OB/ PWC, manufacturers submit test data on CO emissions as well. The NONROAD model calculates emission rates for hydrocarbons ( HC), oxides of nitrogen ( NOx), carbon monoxide ( CO), and particulate matter ( PM). Because PM emission are not reported by manufacturers, we could not develop PM emission factors in the same way. Section H of this memo discusses the methodology we used to update the PM emission factors.

The NONROAD model allows the use of independent emission factors for each technology type and for each power bin. However, the model does not allow for changes in the emission factor between model years. For this reason, the updated emission factors were developed by sales weighting the emission data over all eight model years ( 1998 2005), rather than for individual model years.

In many cases, a given technology was not found in the certification database for each power bin. For example, direct injection fuel systems are not sold in low power two stroke engines. However, for the sake of completeness and flexibility of the model, the data was extrapolated to determine emission factors for all of the power bins. These extrapolations, which may be considered an improvement over NONROAD default values or zero values, are discussed below. Using the technology mix described above ( which has fractions of 0.000 for these cases), the extrapolated emission factors do not have any effect on the final emission inventory results. In the case where the technology mix was updated due to product changes, it is hoped that the corresponding emission 11 factors would be updated as well. However, this analysis may act as a precaution to help avoid unrepresentative inventory projections for certain technology mix scenarios.

We are not making any updates to the emission factors or deterioration rates for sterndrive/ inboard marine engines. We believe that the emission factors and deterioration rates currently used in the NONROAD model continue to reflect the emission rates of uncontrolled SD/ I engines.

1. HC Emission Factor Determination The OB/ PWC exhaust emission standards are a function of the rated power of the engine. The purpose of using a curve function ( which was based on empirical data from baseline engines) when developing the emission standards, was to reflect the higher HC emissions, on a brake specific basis, from smaller engines. This trend of higher brake specific emissions for smaller engines is due to the smaller power factor in the denominator ( g/ kW hr). The certification data supports this trend.

Figures B 1 through B 4 present the HC emission data and updated emission factors for twostroke outboards, four stroke outboards, two stroke PWC, and four stroke PWC, respectively. As can be seen in these tables, the emission factors are based on a trend line through the emission data similar to the curve used to develop the emission standards. The emission data in these figures are actually the sales weighted average for each bin, over all model years contained in the certification records.

Emission data was available for all ten of the power bins for carbureted two stroke outboards. These data were used to extrapolate emission factors for indirect and direct injection two strokes to the lower power bins, for which no data was available. As discussed above, these extrapolations are for completeness only and do not affect the resulting emissions inventory in this analysis. Similar extrapolations were made for four stroke outboards.

There was no emissions data available in the smaller power bins for personal watercraft with two stroke engines. Therefore, the two stroke outboard data were used to extrapolate HC emissions for these bins. For PWC with four stroke engines there was significant data to interpolate emission factors for all power bins. However, data for indirect and direct injection four strokes only was available for Bin 9. Therefore, the four stroke PWC data were used to extrapolate emission factors for the remaining bins. 12 0 50 100 150 200 250 300 350 400 1 2 3 4 5 6 7 8 9 10 Power Bin HC [ g/ kW hr] MO2C Data MO2C EF MO2I Data MO2I EF MO2D Data MO2D EF Figure B 1: HC Emission Data and EFs for 2 Stroke Outboards 0 5 10 15 20 25 30 35 40 45 1 2 3 4 5 6 7 8 9 10 Power Bin HC [ g/ kW hr] MO4C Data MO4C EF MO4I Data MO4I EF MO4D Data MO4D EF Figure B 2: HC Emission Data and EFs for 4 Stroke Outboards 13 0 50 100 150 200 250 300 350 400 1 2 3 4 5 6 7 8 9 10 Power Bin HC [ g/ kW hr] MP2C Data MP2C EF MP2I Data MP2I EF MP2D Data MP2D EF MP2CA Data MP2CA EF Figure B 3: HC Emission Data and EFs for 2 Stroke PWC Engines 0 5 10 15 20 25 30 35 40 45 1 2 3 4 5 6 7 8 9 10 Power Bin HC [ g/ kW hr] MP4C Data MP4C EF MP4I Data MP4I EF MP4D Data MP4D EF Figure B 4: HC Emission Data and EFs for 4 Stroke PWC Engines 14 0 1 2 3 4 5 6 7 1 2 3 4 5 6 7 8 9 10 Power Bin NOx [ g/ kW hr] MO2C Data MO2C EF MO2I Data MO2I EF MO2D Data MO2D EF Figure B 5: NOx Emission Data and EFs for 2 Stroke Outboards 2. NOx Emission Factor Determination For NOx emissions, a clear relationship between NOx emissions and rated power was generally not observed. For this reason, the sales and power weighted average of the emissions data was used to determine a single NOx emission factor for each technology type. One exception was for four stroke PWC where the NOx emissions engines in Bins 1 and 2 were significantly lower than for larger engines. This could probably be explained by less efficient combustion in the small combustion chambers and rich air fuel ratios for engine cooling ( and correlating high HC emissions). In this case, the EFs for Bins 1 and 2 were based on the unadjusted certification data. Figures B 5 through B 8 present the NOx emission data and updated emission factors for two stroke outboards, four stroke outboards, two stroke PWC and four stroke PWC respectively. 15 0 2 4 6 8 10 12 1 2 3 4 5 6 7 8 9 10 Power Bin NOx [ g/ kW hr] MO4C Data MO4C EF MO4I Data MO4I EF MO4D Data MO4D EF Figure B 6: NOx Emission Data and EFs for 4 Stroke Outboards 0 1 2 3 4 5 6 1 2 3 4 5 6 7 8 9 10 Power Bin NOx [ g/ kW hr] MP2C Data MP2C EF MP2I Data MP2I EF MP2D Data MP2D EF MP2CA Data MP2CA EF Figure B 7: NOx Emission Data and EFs for 2 Stroke PWC Engines 16 0 2 4 6 8 10 12 14 16 1 2 3 4 5 6 7 8 9 10 Power Bin NOx [ g/ kW hr] MP4C Data MP4C EF MP4I Data MP4I EF MP4D Data MP4D EF Figure B 8: NOx Emission Data and EFs for 4 Stroke PWC Engines 3. CO Emission Factor Determination The CO emission factors were developed using the same approach as for the HC emission factors. Emission data were available for carbureted outboards, both two and four stroke, for most of the power bins. These data were used to extrapolate CO emission factors for indirect and direct injection outboards. The two stroke outboard data was also used to extrapolate to lower power bins for two stroke PWC. However, four stroke carbureted PWC data was used to extrapolate to the lower bins for indirect and direct injection four stroke PWC engines. In cases where there was scatter within the higher power bins, sales and power weighting of the data was used to smooth the emission factor trend with respect to power. Figures B 9 through B 12 present the CO emission data and updated emission factors for two stroke outboards, four stroke outboards, two stroke PWC, and four stroke PWC, respectively. 17 0 100 200 300 400 500 600 700 800 1 2 3 4 5 6 7 8 9 10 Power Bin CO [ g/ kW hr] MO2C Data MO2C EF MO2I Data MO2I EF MO2D Data MO2D EF Figure B 9: CO Emission Data and EFs for 2 Stroke Outboards 0 100 200 300 400 500 600 700 1 2 3 4 5 6 7 8 9 10 Power Bin CO [

g/ kW hr] MO4C Data MO4C EF MO4I Data MO4I EF MO4D Data MO4D EF Figure B 10: CO Emission Data and EFs for 4 Stroke Outboards 18 0 100 200 300 400 500 600 700 800 1 2 3 4 5 6 7 8 9 10 Power Bin CO [ g/ kW hr] MP2C Data MP2C EF MP2I Data MP2I EF MP2D Data MP2D EF MP2CA Data MP2CA EF Figure B 11: CO Emission Data and EFs for 2 Stroke PWC Engines 0 100 200 300 400 500 600 700 1 2 3 4 5 6 7 8 9 10 Power Bin CO [ g/ kW hr] MP4C Data MP4C EF MP4I Data MP4I EF MP4D Data MP4D EF Figure B 12: CO Emission Data and EFs for 4 Stroke PWC Engines 19 4. Updated Emission Factors in g/ bhp hr The NONROAD model calls for emission factors in units of grams per brake horsepowerhour ( g/ bhp hr) in its input files. Tables B 1 and B 2 present the updated HC, NOx, and CO exhaust emission factors ( shown in figures B 1 through B 11) for spark ignition outboard and personal watercraft marine engines in units of g/ bhp hr.

Table B 1: Updated Outboard Emission Factors [ g/ bhp hr]

Pollutant Bin MO2C MO2I MO2D MO4C MO4I MO4D HC 123456789 10 271.92 236.73 201.55 166.37 131.18 126.53 120.97 109.11 109.11 109.11 230.39 200.58 170.77 140.96 111.15 107.21 102.50 92.45 92.45 92.45 38.74 33.73 28.72 23.70 18.69 18.03 15.55 15.55 15.55 15.55 25.60 19.09 12.61 8.89 6.17 5.31 4.81 4.69 4.69 4.69 31.77 23.69 15.65 11.03 7.66 6.59 5.97 5.82 5.82 5.82 19.27 14.37 9.49 6.69 4.65 4.00 3.62 3.53 3.53 3.53 NOx 123456789 10 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.34 1.96 1.96 1.96 1.96 1.96 1.96 1.96 1.96 1.96 1.96 4.32 4.32 4.32 4.32 4.32 4.32 4.32 4.32 4.32 4.32 5.18 5.18 5.18 5.18 5.18 5.18 5.18 5.18 5.18 5.18 5.44 5.44 5.44 5.44 5.44 5.44 5.44 5.44 5.44 5.44 5.82 5.82 5.82 5.82 5.82 5.82 5.82 5.82 5.82 5.82 CO 123456789 10 522.44 357.31 316.77 276.23 240.34 240.34 240.34 240.34 240.34 240.34 443.81 303.53 269.10 234.66 204.16 204.16 204.16 204.16 204.16 204.16 168.07 114.95 101.91 88.87 77.32 77.32 77.32 77.32 77.32 77.32 404.36 265.94 217.89 184.91 153.03 121.16 114.51 114.51 114.51 114.51 442.11 303.68 255.64 222.65 190.78 158.91 152.25 152.25 136.58 140.71 417.79 279.37 231.32 198.34 166.46 134.59 127.94 127.94 120.62 120.31 20 Table B 2: Updated Personal Watercraft Emission Factors [ g/ bhp hr]

Pollutant Bin MP2C MP2I MP2D MP2CA MP4C MP4I MP4D HC 123456789 10 271.92 230.19 188.47 146.74 105.02 105.02 105.02 105.02 105.02 105.02 205.35 173.84 142.33 110.82 79.31 79.31 79.31 79.31 79.31 79.31 60.78 51.46 42.13 32.80 23.48 23.48 23.48 24.74 24.37 15.76 106.70 90.32 73.95 57.58 41.21 41.21 41.21 41.21 41.21 41.21 25.84 15.13 4.43 4.43 4.43 3.73 3.73 3.63 3.63 3.63 31.75 21.04 10.33 10.33 10.33 9.63 9.63 9.54 9.54 9.54 30.09 19.38 8.67 8.67 8.67 7.97 7.97 7.88 7.88 7.88 NOx 123456789 10 1.08 1.08 1.08 1.08 1.08 1.08 1.08 1.08 1.08 1.08 1.31 1.31 1.31 1.31 1.31 1.31 1.31 1.31 1.31 1.31 3.78 3.78 3.78 3.78 3.78 3.78 3.78 3.78 3.78 3.78 0.27 0.27 0.27 0.27 0.27 0.27 0.27 0.27 0.27 0.27 1.47 1.07 5.98 5.98 5.98 5.98 5.98 5.98 5.98 5.98 4.90 4.90 4.90 4.90 4.90 4.90 4.90 4.90 4.90 4.90 3.55 3.55 3.55 3.55 3.55 3.55 3.55 3.55 3.55 3.55 CO 123456789 10 522.44 444.63 366.82 289.01 211.20 211.20 211.20 211.20 211.20 211.20 477.03 405.98 334.94 263.89 192.84 192.84 192.84 193.65 193.65 193.65 231.18 196.75 162.32 127.89 93.46 93.46 93.46 100.82 94.68 85.06 547.75 469.94 392.13 314.32 236.51 236.51 236.51 236.51 236.51 236.51 476.96 401.31 181.13 171.94 162.74 153.54 153.54 153.54 153.54 153.54 476.96 401.31 181.13 171.94 162.74 153.54 153.54 153.54 153.54 153.54 476.96 401.31 181.13 171.94 162.74 153.54 153.54 153.54 153.54 153.54 C. Deterioration Rates The NONROAD model includes an adjustment factor intended to represent emissions degradation from engines as they age. This multiplicative adjustment factor is called the deterioration factor ( DF). In the NONROAD model, deterioration is calculated using the following equation for each technology type ( no differentiation is made for power bin or model year).

DF = 1 + A × ( normalized engine age) b where A and b are specified in the input file In addition, NONROAD uses a third term with respect to deterioration called a cap multiplier. A cap multiplier value of one means that the deteriorated emission level remains constant after the engine's median life. Currently, NONROAD uses a value of zero for both " A" and " b", and a cap multiplier of one for OB/ PWC. This means that the inventory calculations assume that no exhaust emission deterioration takes place. 21 Along with exhaust emission test data, engine manufacturers must submit emissions deterioration rates for HC and NOx in their certification applications to EPA. In the certification database, both an original test result ( OTR) and a certification level ( CL) are reported. The CL represents emissions at the end of the regulatory useful life. Manufacturers use deterioration data in conjunction with the OTR to develop the CL. The additive deterioration rate can be determined by taking the difference between these two levels. This analysis used these reported deterioration rates to determine new DFs for use in the NONROAD model. Collecting test data to confirm these deterioration rates was considered to be outside the scope of this effort; however, this type of analysis may be of value in a future effort.

Multiplicative deterioration rates were calculated using the ratio of the CLs to the OTRs. A single weighted average was determined for each technology type using data from all power ratings and model years. These averages were weighted both by sales and by rated power. In addition, OB and PWC data were combined to create a single DF for each technology type. Ratios were calculated separately for HC and NOx. Because no deterioration rates were reported for CO, we use the same deterioration rates as for HC in this analysis. Table C 1 presents these deterioration rates in the terms of the " A" term. For each case, the " b" coefficient and the cap multiplier would be set to 1.

Table C 1: " A" Terms for Deterioration Technology Class HC, CO NOx MO2C, MP2C 0.00 0.00 MO2I, MP2I 0.03 0.08 MO2D, MP2D 0.03 0.05 MP2CA 0.26 0.06 MO4C, MP4C 0.05 0.05 MO4I, MP4I 0.03 0.03 MO4D, MP4D 0.03 0.03 D. Power Distribution As discussed above, NONROAD groups engines into several power bins. For marine engines, NONROAD uses an estimate of the 1998 population to distribute the engines between these power bins. This power distribution is used for all 50 states and for all calendar years. Note that NONROAD includes growth in total engine sales/ population; however, the same growth rate is applied to each power bin. Using the NONROAD power distribution, we get an average rated power of 35 kW for outboards and 57 kW for personal watercraft, giving a combined average of 37 kW. Using the NONROAD power distribution, we get an average rated power of 129 kW for SD/ I engines. 22 0% 5% 10% 15% 20% 25%

1 2 3 4 5 6 7 8 9 10 Bin 1998 Nonroad Population 1998 2005 Certification Data Figure D 1: Estimated Power Distribution for Outboard Marine Engines 0% 10% 20% 30% 40% 50% 60% 70% 80%

1 2 3 4 5 6 7 8 9 10 Bin 1998 Nonroad Population 1998 2005 Certification Data Figure D 2: Estimated Power Distribution by Bin for Personal Watercraft Engines This analysis reevaluated the power distribution for OB/ PWC engines by using the projected sales reported in the 1998 2005 model year certification data. According to this data, we calculate an average rated power of 65 kW for outboards and 82 kW for personal watercraft, giving a combined average of 67 kW. These averages are significantly higher than currently estimated by the NONROAD model. Figures D 1 and D 2 present the NONROAD and updated power distributions for outboards and personal watercraft. 2 " Boating 2002: Facts and Figures at a Glance," National Marine Manufacturers Association, www. nmma. org/ facts/ boating/ 2002.

23 0% 10% 20% 30% 40% 50% 60% 70% 80%

1 2 3 4 5 6 7 8 9 10 11 12 Bin 1998 Nonroad Population Updated Population Figure D 3: Estimated Power Distribution by Bin for Sterndrive/ Inboards The higher average power estimates derived from the certification data most likely reflect a trend in increasing power from recreational marine engines. Because these engines typically have long lives, the average power in the 1998 population could be driven by sales trends from decades ago. For the NONROAD model, a single power distribution is preferable. Because we are mostly interested in current and future emission inventory estimates, it is recommended that the power distribution based on recent sales be used in the NONROAD model.

For SD/ I engines, we used the California certification data to update the power distribution. As noted above, the manufacturers certifying in California make up more than 90 percent of SD/ I sales. In addition, the total national sales projection for all of the engine families was consistent with total national sales projected by NMMA2 for this class of engines ( adjusting for remaining sales from other manufacturers). The NONROAD model includes population estimates for all power bins; however, the California certification data only includes data for bins 9, 10, and 11. Therefore, we only used the California data to reallocate the distribution of engines by power in these bins. Note that 99 percent of the engine population is in these power bins. Figure D 3 presents the NONROAD and updated power distributions for sterndrive/ inboard marine engines.

The NONROAD model does not include any engines in Bin 12. However, we are aware that a small number of high performance engines are sold in this bin. At this time, we do not have enough information to quantify the population, power distribution, ( or emission factors) for these high performance engines. In the future, we intend to add these engines to the model. In any case, 24 we anticipate the contribution of these engines to the total emission inventory to be small in comparison to the total SD/ I emissions inventory. Therefore, this temporary omission should have little effect on the projected inventory.

The NONROAD model uses the same power distribution for each state. It may be that different states would see a different distribution of engine power. For instance, a state with many small inland lakes and limited access to large bodies of water may have a lower average power than a state on the coast with few inland lakes. However, because the certification data presents national sales projections only, this issue was considered to be outside the scope of this analysis. Therefore, the updated power distribution is recommended to be applied at both the national and state levels. Table D 1 presents the updated national population for each power bin. The 1998 population estimates in the NONROAD model compare well with 1998 population estimates made by the National Marine Manufacturers Association ( www. nmma. org).

Table D 1: Updated 1998 National Population Estimates for SI Marine Engines Power Bin Outboards Personal Watercraft Sterndrive/ Inboards NONROAD Updated NONROAD Updated NONROAD Updated 1234567 8a 8b 9 10 11 12 145,520 1,695,543 1,459,985 525,884 1,395,767 912,262 469,725  865,284 0 1,070,559 379,252 0 177,107 660,643 995,028 221,228 435,716 841,662 647,452 1,082,796 735,549 1,645,496 1,477,105 00 0000 7,058 86,833 87,110  795,376 0 229,407 00 704 680 6,488 0 12 6,889 2,777 61,559 227,683 843,496 55,495 00 0 774 554 328 0 1,415 0 12,439  1,245,405 580,347 23,961 1 0 774 554 328 0 1,415 0 12,439 0 298,229 1,106,937 444,547 1 Total 8,919,781 8,919,781 1,205,784 1,205,784 1,865,224 1,865,224 E. Effect on Emission Inventory Projections The effects of the above updates are largely offsetting. The updated technology mix and emission factors result in a reduction in the average emission factors for outboards and personal watercraft marine engines. However, the increase in the average power increases the activity factor ( kW hrs of operation). The net result is a small increase in the inventory projection for HC and a larger one for NOx. The updated CO inventory is higher in the near term, but is only slightly higher in future years ( 2010 and later). Figures E 1 and E 2 present the effect that these updates have on the projected, weighted average HC+ NOx and CO emission factors by calendar year. Figure E 1 also shows the weighted average level of the HC+ NOx emission standards for comparison. Figures E 3 through E 5 present the updated inventory projections for HC, NOx, and CO. 25 0 20 40 60 80 100 120 140 160 180 200 1995 2000 2005 2010 2015 2020 2025 2030 2035 2040 2045 Calendar Year HC+ NOx [ g/ kW hr]

Nonroad ( Tier 4 NPRM)

Updated Using Certification Data Wtd. Avg. Emission Standard Figure E 1: Average Updated and NONROAD OB/ PWC HC+ NOx Emission Factors 0 50 100 150 200 250 300 350 400 1995 2000 2005 2010 2015 2020 2025 2030 2035 2040 2045 Calendar Year CO [

g/ kW hr]

Nonroad ( Tier 4 NPRM)

Updated Using Certification Data Figure E 2: Average Updated and NONROAD OB/ PWC CO Emission Factors 26 0 200,000 400,000 600,000 800,000 1,000,000 1,200,000 1995 2000 2005 2010 2015 2020 2025 2030 2035 2040 2045 Calendar Year HC [ short tons]

NONROAD ( Tier 4 NPRM)

Updated Using Certification Data Figure E 3: Projected SI Marine HC Exhaust Inventory 0 20,000 40,000 60,000 80,000 100,000 120,000 1995 2000 2005 2010 2015 2020 2025 2030 2035 2040 2045 Calendar Year NOx [ short tons]

NONROAD ( Tier 4 NPRM)

Updated Using Certification Data Figure E 4: Projected SI Marine NOx Emission Inventory 27 0 500,000 1,000,000 1,500,000 2,000,000 2,500,000 3,000,000 3,500,000 1995 2000 2005 2010 2015 2020 2025 2030 2035 2040 2045 Calendar Year CO [ short tons]

Nonroad ( Tier 4 NPRM)

Updated Using Certification Data Figure E 5: Projected SI Marine CO Exhaust Emission Inventory F. California The California Air Resources Board ( ARB) has implemented more stringent exhaust emission standards for SI marine engines sold for use in California. This analysis creates default values that could be used in the NONROAD model to represent these standards. States using the NONROAD model are encouraged to modify the input files using improved information that they may have available. In the case of California, ARB would be able to develop emission factors and activity based on their own certification ( or other) data. The preferred approach for modeling exhaust emission from SI marine engines in California would be to consider any California data that may be available.

1. OB/ PWC The California outboard and personal watercraft standards pull ahead the Federal 2006 standard to 2001 in California, then introduce two further tiers of emission standards. These two tiers begin with the 2004 and 2008 model years and are about 20% and 65%, respectively, lower than the Federal 2006 OB/ PWC HC+ NOx standards.

An analysis of outside data sources was considered to be outside the scope of this analysis. However, for the purpose of completeness in this analysis, we are creating two new technology classes to reflect default values for modeling the California OB/ PWC standards. These classes are 28 MCA04 and MCA08 which stand for marine, California, 2004 and 2008 standards. For model years 2000 and earlier, the same input files would be used as for the national case. For 2001 through 2003, the 2006 input parameters discussed above would be used. Table F 1 presents updated emission factors and deterioration coefficients for 2001 2007 and 2008+ for engines meeting the California HC+ NOx OB/ PWC standards.

The emission factors for HC and NOx are based on a 10% compliance margin below the standards. This compliance margin is based on the emission factor and technology mix analysis discussed above which estimated a weighted average HC+ NOx emission factor of about 10% below the weighted average emission standard for 2006 and later model year engines ( see figure E 1). Because HC is the major component of HC+ NOx emissions from OB/ PWC engines and most control technologies being used focus on HC emissions, all of the additional emission reduction is applied to the HC emission factor for this analysis. Because 4 stroke engines are anticipated to be the primary technology used to meet the ARB standards, we use the weighted average emission factor for 4 stroke carbureted outboards for NOx. ( see figure B 6). Deterioration rates are based on those described above for four stroke carbureted engines, which will likely be widely used by manufacturers to meet the California standards. Because the California requirements do not include a CO standard, the weighted average nationwide 2006 and later emission factor is applied here as well ( see figure E 5). Because CO emissions tend to increase for smaller engines similar to HC emissions, the average CO emission factor is adjusted by power bin using the HC curve.

Table F 1: Default California OB/ PWC EFs [ g/ bhp hr] and Deterioration Coefficients Power Bin MCA04 MCA08 HC NOx CO HC NOx CO 123456789 10 37.52 37.52 31.86 26.57 24.20 21.92 20.97 20.01 19.29 18.82 5.18 5.18 5.18 5.18 5.18 5.18 5.18 5.18 5.18 5.18 269.62 269.62 227.19 190.92 174.68 159.09 152.57 145.95 141.05 137.83 14.70 14.70 11.31 8.93 7.86 6.84 6.41 5.97 5.65 5.44 5.18 5.18 5.18 5.18 5.18 5.18 5.18 5.18 5.18 5.18 269.62 269.62 227.19 190.92 174.68 159.09 152.57 145.95 141.05 137.83 A* 0.05 0.05 0.05 0.05 0.05 0.05 * Deterioration coefficient as described above in Section C.

2. SD/ I The California sterndrive/ inboard standards are established in two stages. Beginning in 2003, SD/ I engines must meet an HC+ NOx emission standard of 16 g/ kW hr. Although this standard is near the average baseline level, some emission control is expected because all engines must meet the standard without averaging. Catalyst based standards are phased in from 2007 to 2009 ( 45/ 75/ 100%). Optionally, manufacturers may certify their full production line in 2008 to the second 3 Carroll, J., White, J., " Marine Gasoline Engine Testing," Southwest Research Institute, Prepared for the U. S. EPA and California ARB, September 2001 4 Carroll, J., " Marine Gasoline Engine and Boat Testing," Southwest Research Institute, Prepared for the U. S. EPA, September 2002 29 phase of the standards which is 5 g/ kW hr HC+ NOx with no limit for CO.

For the purpose of completeness in this analysis, we are creating two new technology classes to reflect default values for modeling the California SD/ I standards. These classes are MSCA1 and MSCA2 which stand for marine, SD/ I, California Tier 1 and Tier 2. For model years 2002 and earlier, the same input files would be used as for the national case. Table F 2 presents the updated technology mix for 2003 and later.

Table F 2: Default Technology Mix for California SD/ I Standards ( All Bins)

Model Year MSCA1 MSCA2 2003 2006 2007 2008 2009 and later 1.000 0.550 0.250 0.000 0.000 0.450 0.750 1.000 For MSCA1, HC+ NOx is based on the California SD/ I 2003 model year certification data. The split between HC + NOx is assumed to be weighted average split for baseline engines. Because there is no CO standard, no reduction in CO is assumed. Because this standard does not represent a significant technology change, no change is made in the deterioration rate. For MSCA2, HC + NOx are based on the standard with a 10% compliance margin. The split between HC and NOx is based on test data on developmental SD/ I engines with catalysts. 3,4 Because there is no CO standard, CO is based on worst case CO emissions seen from developmental SD/ I engines with catalysts that would meet the HC+ NOx standard. To model the deterioration rate, we use the values in the NONROAD model for large SI engines with catalysts. Table F 3 presents updated emission factors and deterioration coefficients for engines meeting the California Tier 1 and Tier 2 HC+ NOx SD/ I standards.

Table F 3: Default California SD/ I EFs [ g/ bhp hr] and Deterioration Coefficients ( All Bins)

Emission MSCA1 MSCA2 EF A* EF A*

HC 3.62 1.26 1.22 1.64 NOx 5.42 1.03 1.09 1.15 CO 100.67 1.35 74.57 1.36 * Deterioration coefficient as described above in Section C. 30 0 200 400 600 800 1000 1200 0 50 100 150 200 250 Rated Power [ kW] BSFC [ g/ kW hr] 2 stroke carbureted 4 stroke carbureted 4 stroke fuel injected 2 stroke extrapolation 4 stroke interpolation Figure G 1: SI Marine Fuel Consumption Data G. Fuel Consumption The current version of the NONROAD model uses a fuel consumption estimate of 1.3 lbs/ hphr for all two stroke marine engines and 0.7 lbs/ hp hr for all four stroke marine engines. Since these fuel consumption factors were developed, we have collected more data on SI marine engines. This data is presented in tabular form in Attachment 4 and graphically in Figure G 1. For smaller marine engines the data suggests that converting from two stroke to four stroke engines would reduce fuel consumption by about a third. Because we do not have data on larger two stroke engines, we cannot make this comparison directly for larger engines. However, manufacturers typically refer to a 25 30% reduction in fuel consumption when converting to four stroke. For this reason, we use the conservative end of the range for larger engines and estimate a fuel consumption for larger twostrokes based on applying this factor to four stroke data. Figure G 1 shows our estimate of the fuel consumption for larger two stroke carbureted marine engines.

All of the fuel consumption data on four stroke engines greater than 50 kW is based on SD/ I engines. However, we believe that four stroke OB/ PWC engines can reasonably be expected to have similar fuel consumption characteristics. For SD/ I engines, we distinguish between carbureted and fuel injected fuel systems, but apply the same emission factors for each power category. The data here suggest that fuel injected four stroke engines have about 10% lower fuel consumption than carbureted four stroke engines. For OB/ PWC, we use a linear interpolation of the carbureted data for the baseline, and apply a 10% reduction for fuel injected engines.

The majority of the fuel savings in converting from two stroke to four stroke engines is due 31 to minimizing fuel short circuiting losses. In a traditional two stroke engine, the intake and exhaust ports are open simultaneously. In these engines, the fresh fuel air charge is used to scavenge the exhaust from the engine. Because of this, some of the fresh charge is lost out of the exhaust. By using direct fuel injection, manufacturers can minimize scavenging losses in a two stroke engine. In this case, the exhaust is scavenged with the fresh air charge, and fuel is injected directly into the cylinder. Although we do not have fuel consumption data for direct injected two stroke engines, we do have hydrocarbon emission data which is an indicator of scavenging losses. Based on this data, we believe that the fuel consumption benefits for direct injected two strokes are nearly as large as for four stroke engines. Therefore, we estimate 20% reduction in fuel consumption for using directinjection on two strokes compared to the estimate of 25% reduction for converting to four strokes discussed above. Some manufacturers also use indirect injection where the fuel is metered into the intake charge more efficiently than using a carburetor. To account for the potential fuel savings with this technology, we apply a 10% reduction in fuel consumption, compared to carbureted twostrokes This is consistent with the benefit discussed above that was observed due tofuel injection on four stroke engines.

Table G 1 presents the updated fuel consumption estimates for OB/ PWC marine engines. Because the NONROAD model input files call for units of pounds per brake horsepower hour ( lbs/ bhp hr), the fuel consumption factors in Table G 1 are expressed in this form. Because of the limited data on SI marine engines on PWC engines and the similarity between OB and PWC engines, we use the same fuel consumption emission factors for OB and PWC engines. For SD/ I engines, we apply a fuel consumption rate of 0.657 lbs/ bhp hr for carbureted engines ( MS4C) and 0.567 lbs/ bhphr for fuel injected engines ( MS4D) for all bins.

Table G 1: Updated Fuel Consumption Factors for OB/ PWC [ lbs/ bhp hr]

Bin MO2C MP2C MO2I MP2I MO2D MP2D MO4C MP4C MO4I, MO4D MP4I, MP4D 123456789 10 1.803 1.618 1.479 1.387 1.341 1.156 1.110 1.063 0.925 0.832 1.623 1.456 1.332 1.248 1.207 1.040 0.999 0.957 0.832 0.749 1.443 1.295 1.184 1.110 1.073 0.925 0.888 0.851 0.740 0.667 0.925 0.920 0.911 0.906 0.892 0.867 0.832 0.798 0.694 0.657 0.832 0.828 0.820 0.816 0.803 0.780 0.749 0.718 0.624 0.567 32 H. Particulate Matter Currently, the NONROAD model uses PM emission factors of 7.7 g/ bhp hr for all 2 stroke and 0.06 g/ bhp hr for all 4 stroke spark ignition marine engines. These emission factors originated from a study performed more than a decade ago and are based on limited data from small land based engines. Since that time, little PM data has been collected on SI marine engines. What data has been collected has been based on non standardized test procedures using partial dilute sampling. Unfortunately, these test methods are highly susceptible to significant measurement error due to several factors including improper proper filter selection, mass flow rates, and PM hang up in the sampling lines. These concerns are discussed in more detail in Attachment 5. Due to these effects, we believe that the data in these reports may not accurately characterize actual PM emissions.

This analysis is being undertaken because the existing two stroke emission factor appears to be very high. This single emission factor for all 2 stroke engines suggests that larger, multi cylinder engines would have the same brake specific emissions as smaller one cylinder engines. This would be inconsistent with the relationship observed between brake specific HC and engine power for these engines ( as discussed above). In addition, it seems logical that direct injection 2 stroke engines would have much lower PM emissions than crankcase scavenged 2 stroke engines due to the large reduction in short circuiting losses as discussed below.

Most of the PM emissions from 2 stroke carbureted gasoline engines are a result of oil passing through the cylinder unburned ( or partially burned). With carbureted 2 stroke marine engines, more than 25% of the fuel may pass through the engine unburned due to short circuiting losses. Short circuiting losses occur because the intake and exhaust valves are open simultaneously and the fuel air mixture is used to displace exhaust gases. This scavenging design results in high hydrocarbon emissions. In addition, fuel and oil are mixed at typically a 50: 1 ratio and passed through the crankcase prior to entering the cylinder to lubricate the engine. Therefore, it seems reasonable to believe that 2% of the short circuiting losses are unburned oil. This oil is then emitted as PM.

For two stroke carbureted and indirect injection marine engines, we performed an engineering analysis to estimate the amount of oil exiting the engines due to short circuiting losses. We then use this value as an estimate of the PM emission factor for these engines. This estimate may understate PM somewhat because it does not consider PM formed in the combustion process. The HC emission factors discussed above are used in this analysis in conjunction with and a fuel oil mix of 50: 1. We did not make any attempt to adjust for molecular density, but just calculated PM by estimating that for every 50 grams of HC emissions, that 1 gram of PM would be emitted. Table H 1 below presents the resulting PM emission factors. Because of the limited data on SI marine engines and the similarity between OB and PWC engines, we use the same PM emission factors for OB and PWC engines. Note that the emission factor in the mid power range is consistent with that used in the NONROAD model for snowmobile engines of similar power ratings ( 2.7 g/ bhp hr).

For 4 stroke marine engines, we are not making any changes to the PM emission factor. PM emissions would be expected to be very small for these engines compared to carbureted 2 stroke 5 White, J., Carroll, J., Hare, C., Lourenco, J., " Emission Factors for Small Utility Engines," SAE Paper 910560, 1991.

6 Lela, C., White, J., " Laboratory Testing of Snowmobile Emissions," Southwest Research Institute, 2002.

7 " Evinrude E Tech Presentation; Ann Arbor, Michigan," Presentation made by Bombardier Recreational Products to EPA on September 30, 2004.

33 engines as is reflected in the existing emission factors. This much lower PM rate makes the emissions somewhat easier to measure because the filters would not quickly be overloaded as with a two stroke carbureted engine. In addition, the existing emission factor is consistent with further data collected on small 4 stroke utility engines5 and larger 4 stroke snowmobile engines. 6 For direct injection 2 stroke engines, the short circuiting losses are greatly reduced because the fuel is largely injected after the exhaust port is closed. Therefore a significant fraction of the hydrocarbons emitted from these engines are due to incomplete combustion. However, oil is still mixed with the fuel and some short circuiting losses do occur. To distinguish between the shortcircuiting losses and unburned hydrocarbons from these engines we looked at the difference in hydrocarbon emissions between 2 stroke DI engines and 4 stroke carbureted engines. We then treat this difference as short circuiting losses. Based on these estimated short circuiting losses and an fuel oil mixture of 50: 1 we calculate PM emission factors as discussed above. These PM emission factors are presented in Table H 1. Note that these PM rates are consistent with the emission rate of 0.2 g/ bhp hr reported by one manufacturer for a 90 hp 2 stroke DI engine. 7 Table H 1: Updated PM Emission Factors for OB/ PWC [ g/ bhp hr]

Bin MO2C MP2C MO2I MP2I MO2D MP2D MO4C, MO4I, MO4D MP4C, MP4I, MP4D 123456789 10 5.5 4.8 4.1 3.4 2.7 2.6 2.5 2.2 2.2 2.2 4.7 4.1 3.5 2.9 2.3 2.2 2.1 1.9 1.9 1.9 0.33 0.33 0.33 0.30 0.26 0.26 0.22 0.22 0.22 0.22 0.06 0.06 0.06 0.06 0.06 0.06 0.06 0.06 0.06 0.06 A 1 Attachment 1: OB/ PWC Technology Mix  2005 MY EPA Certification Data Manufacturer Engine Family Engine Cycle Applications Fuel System Rated kW A 2 Yamaha Honda Yamaha Tohatsu Bombardier Yamaha Mercury Marine Tohatsu Tohatsu Yamaha Tohatsu Tohatsu Honda Mercury Marine Briggs & Stratton Bombardier Yamaha Bombardier Suzuki Yamaha Tohatsu Mercury Marine Mercury Marine Honda Honda Yamaha Tohatsu Bombardier Suzuki Tohatsu Mercury Marine Yamaha Yamaha Bombardier 5YMXM. 0431CA 5HNXM. 0572E1 5YMXM. 0722GA 51TXM. 07521A 5BCXM0004210 5YMXM. 0831CA 5M9XM00051C0 51TXM. 07521B 51TXM. 07521C 5YMXM. 1122GA 51TXM. 12322A 51TXM. 12322B 5HNXM. 1272G1 5M9XM. 1021C0 5BSXM. 1905EA 5BCXM0010210 5YMXM. 1651CA 5BCXM0008220 5SKXM0.142G8 5YMXM. 1972GA 51TXM. 20922A 5M9XM. 2092G0 5M9XM00131C0 5HNXM. 2222G0 5HNXM. 1972G0 5YMXM. 2322GA 51TXM. 16921B 5BCXM0018220 5SKXM0.302G8 51TXM. 32822B 5M9XM00161C0 5YMXM. 3232GA 5YMXM. 2461CA 5BCXM0016210 2 Stroke 4 Stroke 4 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 4 Stroke 4 Stroke 4 Stroke 4 Stroke 2 Stroke 4 Stroke 2 Stroke 2 Stroke 4 Stroke 4 Stroke 4 Stroke 4 Stroke 4 Stroke 2 Stroke 4 Stroke 4 Stroke 4 Stroke 2 Stroke 4 Stroke 4 Stroke 4 Stroke 2 Stroke 4 Stroke 2 Stroke 2 Stroke Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor 0.9 1.5 1.7 1.8 2.4 2.4 2.5 2.6 2.6 2.9 2.9 2.9 3.7 3.7 3.8 4.0 4.3 4.4 4.4 4.8 5.9 5.9 6.0 6.0 6.3 6.9 7.2 7.3 7.3 7.3 7.4 7.4 8.0 10.3 A 3 Bombardier Suzuki Mercury Marine Honda Mercury Marine Yamaha Mercury Marine Yamaha Honda Yamaha Yamaha Bombardier Bombardier Suzuki Mercury Marine Tohatsu Yamaha Tohatsu Mercury Marine Honda Mercury Marine Yamaha Yamaha Yamaha Bombardier Bombardier Bombardier Suzuki Tohatsu Bombardier Yamaha Yamaha Yamaha Bombardier Suzuki Mercury Marine Mercury Marine Mercury Marine Mercury Marine 5BCXM0018221 5SKXM0.302G9 5M9XM. 3232G0 5HNXM. 3502G0 5M9XM00241C0 5YMXM. 3951CA 5M9XM. 4982G0 5YMXM. 4961CA 5HNXM. 5522G0 5YMXM. 4982GA 5YMXM. 4961CB 5BCXM0032210 5BCXM0035220 5SKXM0.602P6 5M9XM. 7472GE 51TXM. 49222A 5YMXM. 7031CA 51TXM. 69721A 5M9XM. 7472G0 5HNXM. 8082G1 5M9XM00391C0 5YMXM. 7472GA 5YMXM. 7601CA 5YMXM. 6981CA 5BCXM0053220 5BCXM0045210 5BCXM0050220 5SKXM0.822K8 51TXM. 69722C 5BCXM0045211 5YMXM. 9962GB 5YMXM. 9352GA 5YMXM. 8491CA 5BCXM0079220 5SKXM1.302G8 5M9XM. 9952GE 5M9XM00591C0 5M9XM01.62G0 5M9XM01.62GE 4 Stroke 4 Stroke 4 Stroke 4 Stroke 2 Stroke 2 Stroke 4 Stroke 2 Stroke 4 Stroke 4 Stroke 2 Stroke 2 Stroke 4 Stroke 4 Stroke 4 Stroke 4 Stroke 2 Stroke 2 Stroke 4 Stroke 4 Stroke 2 Stroke 4 Stroke 2 Stroke 2 Stroke 4 Stroke 2 Stroke 4 Stroke 4 Stroke 2 Stroke 2 Stroke 4 Stroke 4 Stroke 2 Stroke 4 Stroke 4 Stroke 4 Stroke 2 Stroke 4 Stroke 4 Stroke Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard OB, Jet Boat Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Indirect Injection Electronic Control Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Carburetor Direct Injection Carburetor Multi point Fuel Injection Electronic Control Multipoint Fuel Injection Electronic Control Direct Injection Carburetor Multipoint Injection Carburetor Carburetor Electronic Control Multipoint Fuel Injection Electronic Control Indirect Injection Electronic Control Carburetor Carburetor Indirect Injection Electronic Control 11.0 11.0 11.0 11.2 14.9 18.2 18.4 18.6 18.7 19.2 19.3 20.0 22.1 22.1 22.1 22.1 28.4 29.4 29.4 29.8 29.8 30.8 31.8 33.8 34.5 36.2 36.8 36.8 36.8 37.3 42.2 44.1 44.1 44.1 44.1 44.2 44.8 55.2 55.2 A 4 Honda Mercury Marine Yamaha Yamaha Bombardier Bombardier Suzuki Tohatsu Yamaha Yamaha Bombardier Tohatsu Mercury Marine Mercury Marine Bombardier Mercury Marine Honda Tohatsu Bombardier Yamaha Mercury Marine Honda Tohatsu Bombardier Bombardier Yamaha Yamaha Yamaha Bombardier Bombardier Honda Mercury Marine Yamaha Yamaha Bombardier Suzuki Yamaha Mercury Marine Mercury Marine Mercury Marine 5HNXM1.592G0 5M9XM00851C0 5YMXM1.602GA 5YMXM1.141CB 5BCXM0079221 5BCXM0125220 5SKXM2.042K8 51TXM1.2722A 5YMXM1.602GC 5YMXM1.742GA 5BCXM0105212 51TXM1.7721A 5M9XM01.52C0 5M9XM01.72G0 5BCXM0105221 5M9XM01131C0 5HNXM2.252G0 51TXM1.7721B 5BCXM0105211 5YMXM1.731CB 5M9XM02.52C3 5HNXM2.352G0 51TXM1.7721C 5BCXM0158210 5BCXM0158220 5YMXM2.601CE 5YMXM2.672GA 5YMXM2.601CA 5BCXM0158221 5BCXM0158211 5HNXM3.472G0 5M9XM03.02C0 5YMXM2.601CD 5YMXM2.601CC 5BCXM0221220 5SKXM3.612K8 5YMXM2.602CA 5M9XM02.51C0 5M9XM02.52C0 5M9XM03.01CE 4 Stroke 2 Stroke 4 Stroke 2 Stroke 2 Stroke 4 Stroke 4 Stroke 2 Stroke 4 Stroke 4 Stroke 2 Stroke 2 Stroke 2 Stroke 4 Stroke 2 Stroke 2 Stroke 4 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 4 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 4 Stroke 2 Stroke 2 Stroke 2 Stroke 4 Stroke 2 Stroke 2 Stroke 2 Stroke 4 Stroke 4 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke OB, Jet Boat Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Carburetor Carburetor Carburetor Carburetor Direct Injection Electronic Control Multi point Fuel Injection Electronic Control Multipoint Fuel Injection Direct Injection Multiport Injection Multipoint Injection Carburetor Carburetor Direct Injection Electronic Control Indirect Injection Electronic Control Direct Injection Carburetor Direct Injection Carburetor Carburetor Carburetor Direct Injection Electronic Control Direct Injection Carburetor Carburetor Direct Injection Throttle Body Injection Multipoint Injection Carburetor Direct Injection Carburetor Direct Injection Direct Injection Electronic Control Throttle Body Injection Carburetor Electronic Control Multi point Fuel Injection Electronic Control Multipoint Fuel Injection Direct Injection Indirect Injection Electronic Control Direct Injection Electronic Control Indirect Injection Electronic Control 55.9 56.0 59.2 62.1 65.7 66.2 66.2 66.2 68.1 79.9 82.1 84.6 84.6 84.6 84.9 85.8 85.8 88.3 89.5 92.4 99.3 100.7 103.0 117.5 118.0 118.0 119.4 119.5 125.0 129.0 130.5 138.0 140.0 141.9 147.1 147.1 147.1 147.2 147.2 147.2 A 5 Yamaha Bombardier Yamaha Mercury Marine Mercury Marine Bombardier Bombardier Yamaha Bombardier Mercury Marine Mercury Marine Mercury Marine Mercury Marine Yamaha Surfango Yamaha AMW Cuyuna Yamaha Kawasaki Bombardier Bombardier Kawasaki Yamaha Bombardier Honda Kawasaki Yamaha Yamaha Weber Yamaha Bombardier Kawasaki Yamaha Yamaha Kawasaki Honda Bombardier Mercury Marine Mercury Marine Mercury Marine 5YMXM3.352GA 5BCXM0200220 5YMXM3.131CC 5M9XM03.02C3 5M9XM03.42G0 5BCXM0200223 5BCXM0200221 5YMXM3.131CA 5BCXM0200222 5M9XM03.01C0 5M9XM03.01CH 5M9XM02.62G0 5M9XM02.51CH 5YMXM3.342CB 5SFIM00094GB 5YMXM. 7013CA 52SIM. 6833CC 5YMXM. 7013CB 5KAXM. 7823CA 5BCXM. 7183CC 5BCXM. 7823CR 5KAXM. 8913CA 5YMXM. 7843CA 5BCXM. 9514CR 5HNXM1.244G1 5KAXM1.203CA 5YMXM. 9984GA 5YMXM1.133CA 5WEBM. 7505TG 5YMXM1.054GA 5BCXM1.504GN 5KAXM1.183CA 5YMXM1.184DA 5YMXM1.304DA 5KAXM1.503CA 5HNXM1.244G0 5BCXM1.504GS 5M9XM02.53CJ 5M9XM02.54CJ 5M9XM03.04CJ 4 Stroke 2 Stroke 2 Stroke 2 Stroke 4 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 4 Stroke 2 Stroke 2 Stroke 4 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 2 Stroke 4 Stroke 4 Stroke 4 Stroke 2 Stroke 4 Stroke 4 Stroke 4 Stroke 2 Stroke 2 Stroke 2 Stroke 4 Stroke 4 Stroke 4 Stroke 2 Stroke 2 Stroke 2 Stroke Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard Outboard PWC, Jet boat PWC PWC, Jet boat PWC PWC PWC PWC PWC PWC PWC PWC PWC PWC, Jet boat PWC, Jet boat PWC, Jet boat PWC, Jet boat PWC, Jet boat PWC PWC PWC PWC PWC PWC PWC, Jet boat PWC, Jet boat PWC, Jet boat Multipoint Injection Direct Injection Throttle Body Injection Direct Injection Electronic Control Indirect Injection Direct Injection Direct Injection Throttle Body Injection Direct Injection Indirect Injection Electronic Control Indirect Injection Electronic Control Electronic Control Indirect Injection Indirect Injection Electronic Control Direct Injection Carburetor Electronic Control Carburetor Carburetor Carburetor Carburetor Carburetor SEMI DIRECT INJECTION Carburetor Carburetor Direct Injection Direct Injection Indirect Injection Electronic Control Multiport Injection Carburetor Indirect Injection Electronic Control Multiport Injection Multi port Fuel Injection Carburetor Carburetor Throttle Body Injection Indirect Injection Electronic Control Direct Injection Multiport Fuel Injection Multipoint fuel injection Direct Injection Electronic Control Direct Injection Electronic Control 155.4 156.0 156.4 165.5 165.5 175.0 177.0 177.8 183.0 183.9 183.9 205.2 206.0 206.2 8.0 48.7 52.0 55.0 58.8 59.1 73.4 73.6 84.8 91.5 91.9 91.9 92.9 94.9 98.0 99.8 103.7 106.6 109.2 115.3 118.0 121.4 127.4 130.6 149.2 167.9 A 6 Attachment 2: OB/ PWC Emission Rates [ g/ kW hr]  2005 MY EPA Certification Data Manufacturer Engine Family Rated Power kW HC OTR HC CL NOx OTR NOx CL CO OTR CO CL Yamaha Honda Yamaha Tohatsu Bombardier Yamaha Mercury Marine Tohatsu Tohatsu Yamaha Tohatsu Tohatsu Honda Mercury Marine Briggs & Stratton Bombardier Yamaha Bombardier Suzuki Yamaha Tohatsu Mercury Marine Mercury Marine Honda Honda Yamaha Tohatsu Bombardier Suzuki Tohatsu Mercury Marine Yamaha Yamaha Bombardier Bombardier Suzuki 5YMXM. 0431CA 5HNXM. 0572E1 5YMXM. 0722GA 51TXM. 07521A 5BCXM0004210 5YMXM. 0831CA 5M9XM00051C0 51TXM. 07521B 51TXM. 07521C 5YMXM. 1122GA 51TXM. 12322A 51TXM. 12322B 5HNXM. 1272G1 5M9XM. 1021C0 5BSXM. 1905EA 5BCXM0010210 5YMXM. 1651CA 5BCXM0008220 5SKXM0.142G8 5YMXM. 1972GA 51TXM. 20922A 5M9XM. 2092G0 5M9XM00131C0 5HNXM. 2222G0 5HNXM. 1972G0 5YMXM. 2322GA 51TXM. 16921B 5BCXM0018220 5SKXM0.302G8 51TXM. 32822B 5M9XM00161C0 5YMXM. 3232GA 5YMXM. 2461CA 5BCXM0016210 5BCXM0018221 5SKXM0.302G9 0.9 1.5 1.7 1.8 2.4 2.4 2.5 2.6 2.6 2.9 2.9 2.9 3.7 3.7 3.8 4.0 4.3 4.4 4.4 4.8 5.9 5.9 6.0 6.0 6.3 6.9 7.2 7.3 7.3 7.3 7.4 7.4 8.0 10.3 11.0 11.0 841.2 14.3 38.4 303.3 374.9 331.5 276.1 269.2 278.2 19.9 31.2 29.7 17.9 219.4 7.0 676.8 321.6 11.9 11.9 21.9 14.9 14.0 303.4 13.9 21.9 15.4 193.1 11.5 11.5 13.0 321.1 15.3 248.3 308.6 9.3 9.3 841.2 14.1 38.4 303.3 374.9 331.5 276.1 269.2 278.2 19.9 31.2 29.7 17.9 219.4 10.1 676.8 321.6 11.5 11.5 21.9 14.9 14.0 303.4 14.4 19.6 16.4 193.1 13.0 13.0 13.0 321.1 15.3 248.3 330.4 9.4 9.4 0.6 5.0 4.4 2.0 1.8 0.7 1.0 0.8 2.0 6.0 3.0 4.8 2.6 2.5 2.2 3.1 1.1 6.7 6.7 5.0 5.1 6.7 2.7 3.6 2.1 6.0 1.9 7.8 7.8 5.8 2.2 7.0 1.3 2.0 5.1 5.1 0.6 4.9 4.4 2.0 1.8 0.7 1.0 0.8 2.0 6.0 3.0 4.8 2.6 2.5 2.2 3.1 1.1 7.2 7.2 5.0 5.1 6.7 2.7 3.5 2.6 5.0 1.9 7.9 7.9 5.8 2.2 7.0 1.3 2.0 6.0 6.0 1168 336 466 629 577 598 399 487 340 254 356 299 374 236 323 1168 332 250 250 361 296 144 226 336 316 274 260 198 198 263 533 229 408 630 204 204 1168 336 466 629 577 598 399 487 340 254 356 299 374 236 323 1168 332 272 272 361 296 144 226 336 316 274 260 231 231 263 533 229 408 630 228 228 A 7 Mercury Marine Honda Mercury Marine Yamaha Mercury Marine Yamaha Honda Yamaha Yamaha Bombardier Bombardier Suzuki Mercury Marine Tohatsu Yamaha Tohatsu Mercury Marine Honda Mercury Marine Yamaha Yamaha Yamaha Bombardier Bombardier Bombardier Suzuki Tohatsu Bombardier Yamaha Yamaha Yamaha Bombardier Suzuki Mercury Marine Mercury Marine Mercury Marine Mercury Marine Yamaha Honda Mercury Marine 5M9XM. 3232G0 5HNXM. 3502G0 5M9XM00241C0 5YMXM. 3951CA 5M9XM. 4982G0 5YMXM. 4961CA 5HNXM. 5522G0 5YMXM. 4982GA 5YMXM. 4961CB 5BCXM0032210 5BCXM0035220 5SKXM0.602P6 5M9XM. 7472GE 51TXM. 49222A 5YMXM. 7031CA 51TXM. 69721A 5M9XM. 7472G0 5HNXM. 8082G1 5M9XM00391C0 5YMXM. 7472GA 5YMXM. 7601CA 5YMXM. 6981CA 5BCXM0053220 5BCXM0045210 5BCXM0050220 5SKXM0.822K8 51TXM. 69722C 5BCXM0045211 5YMXM. 9962GB 5YMXM. 9352GA 5YMXM. 8491CA 5BCXM0079220 5SKXM1.302G8 5M9XM. 9952GE 5M9XM00591C0 5M9XM01.62G0 5M9XM01.62GE 5YMXM1.141CA 5HNXM1.592G0 5M9XM00851C0 11.0 11.2 14.9 18.2 18.4 18.6 18.7 19.2 19.3 20.0 22.1 22.1 22.1 22.1 28.4 29.4 29.4 29.8 29.8 30.8 31.8 33.8 34.5 36.2 36.8 36.8 36.8 37.3 42.2 44.1 44.1 44.1 44.1 44.2 44.8 55.2 55.2 55.5 55.9 56.0 9.3 7.4 186.3 196.9 8.9 210.2 9.8 8.3 236.2 215.6 10.4 10.4 8.6 10.0 193.7 152.3 6.8 7.7 136.3 6.0 254.3 166.0 9.7 168.6 5.9 5.9 25.0 174.0 6.7 5.7 166.2 5.2 5.2 7.7 138.8 10.9 8.8 163.5 4.8 122.1 9.5 7.7 186.3 196.9 8.9 210.2 9.4 8.3 236.2 215.6 10.9 10.9 10.0 10.0 193.7 152.3 6.8 7.8 136.3 6.0 254.3 166.0 11.2 168.6 6.5 6.5 25.0 174.0 6.7 5.7 166.2 5.3 5.3 8.3 138.8 11.3 8.9 163.5 5.0 122.1 7.5 6.5 2.0 5.0 2.0 0.9 4.7 6.3 1.4 2.2 5.6 5.6 4.7 7.4 2.9 0.6 6.2 5.5 5.9 8.7 1.0 1.5 2.2 2.4 7.2 7.2 5.6 4.4 8.3 5.8 2.1 7.4 7.4 5.7 1.3 0.9 2.2 1.5 5.9 0.8 7.5 6.5 2.0 5.0 2.2 0.9 4.7 6.3 1.4 2.2 5.5 5.5 4.7 7.4 2.9 0.6 6.2 5.5 5.9 8.7 1.0 1.5 2.2 2.4 7.3 7.3 5.6 4.4 8.3 5.8 2.1 7.3 7.3 5.9 1.3 0.9 2.2 1.5 5.9 0.8 181 173 285 200 366 327 217 230 426 387 298 298 248 181 365 380 185 203 192 158 413 330 66 303 224 224 119 306 129 196 319 196 196 189 411 538 323 494 192 402 181 173 285 200 366 327 217 230 426 387 317 317 246 181 365 380 185 203 192 158 413 330 66 303 235 235 119 306 129 196 319 199 199 189 411 120 323 494 192 402 A 8 Yamaha Bombardier Bombardier Suzuki Tohatsu Yamaha Yamaha Bombardier Tohatsu Mercury Marine Mercury Marine Bombardier Mercury Marine Honda Tohatsu Bombardier Yamaha Mercury Marine Honda Tohatsu Bombardier Bombardier Yamaha Yamaha Yamaha Bombardier Bombardier Honda Mercury Marine Yamaha Yamaha Bombardier Suzuki Yamaha Mercury Marine Mercury Marine Mercury Marine Yamaha Bombardier Yamaha 5YMXM1.141CB 5BCXM0079221 5BCXM0125220 5SKXM2.042K8 51TXM1.2722A 5YMXM1.602GC 5YMXM1.742GA 5BCXM0105212 51TXM1.7721A 5M9XM01.52C0 5M9XM01.72G0 5BCXM0105221 5M9XM01131C0 5HNXM2.252G0 51TXM1.7721B 5BCXM0105211 5YMXM1.731CB 5M9XM02.52C3 5HNXM2.352G0 51TXM1.7721C 5BCXM0158210 5BCXM0158220 5YMXM2.601CE 5YMXM2.672GA 5YMXM2.601CA 5BCXM0158221 5BCXM0158211 5HNXM3.472G0 5M9XM03.02C0 5YMXM2.601CD 5YMXM2.601CC 5BCXM0221220 5SKXM3.612K8 5YMXM2.602CA 5M9XM02.51C0 5M9XM02.52C0 5M9XM03.01CE 5YMXM3.352GA 5BCXM0200220 5YMXM3.131CC 62.1 65.7 66.2 66.2 66.2 68.1 79.9 82.1 84.6 84.6 84.6 84.9 85.8 85.8 88.3 89.5 92.4 99.3 100.7 103.0 117.5 118.0 118.0 119.4 119.5 125.0 129.0 130.5 138.0 140.0 141.9 147.1 147.1 147.1 147.2 147.2 147.2 155.4 156.0 156.4 159.3 7.1 4.5 4.5 26.9 6.6 7.2 194.5 199.0 9.4 6.5 25.1 130.5 2.8 190.7 153.6 137.4 9.2 3.8 166.4 122.7 21.9 106.9 5.2 128.2 23.0 153.2 3.3 12.9 103.8 117.9 5.1 5.1 22.0 115.6 22.5 102.3 10.7 13.6 123.6 159.3 8.7 6.5 6.5 26.9 6.6 7.2 194.5 199.0 9.3 6.5 25.1 130.5 2.8 190.7 153.6 137.4 9.4 3.8 166.4 122.7 21.9 106.9 5.2 128.2 23.0 153.2 3.3 17.6 103.8 117.9 5.4 5.4 22.0 115.6 22.5 102.3 10.7 13.6 123.6 2.1 3.6 4.5 4.5 4.3 6.0 4.7 2.3 0.6 3.5 4.9 4.3 1.2 6.1 0.6 1.8 2.7 3.5 10.1 0.9 1.4 4.4 2.8 5.3 1.8 2.4 1.3 8.2 6.4 3.8 4.6 7.7 7.7 8.5 1.6 3.2 1.3 3.8 6.3 3.5 2.1 3.6 6.1 6.1 4.3 6.0 4.7 2.3 0.6 4.0 5.1 4.3 1.2 6.1 0.6 1.8 2.7 3.9 10.1 0.9 1.4 4.4 2.8 5.3 1.8 2.4 1.3 8.2 7.3 3.8 4.6 7.6 7.6 8.5 1.6 3.8 1.3 3.8 6.3 3.5 433 70 212 212 91 207 247 381 471 127 186 125 317 202 451 266 393 167 81 355 418 124 228 222 355 113 406 101 17 164 242 201 201 89 282 146 248 259 86 234 433 70 233 233 91 207 247 381 471 127 186 125 317 202 451 266 393 167 81 355 418 124 228 222 355 113 406 101 77 164 242 201 201 89 282 146 248 259 86 234 A 9 Mercury Marine Bombardier Bombardier Yamaha Bombardier Mercury Marine Mercury Marine Mercury Marine Mercury Marine Yamaha Surfango Yamaha AMW Cuyuna Yamaha Kawasaki Bombardier Bombardier Kawasaki Yamaha Bombardier Honda Kawasaki Yamaha Yamaha Weber Yamaha Bombardier Kawasaki Yamaha Yamaha Kawasaki Honda Bombardier Mercury Marine Mercury Marine Mercury Marine Mercury Marine 5M9XM03.42G0 5BCXM0200223 5BCXM0200221 5YMXM3.131CA 5BCXM0200222 5M9XM03.01C0 5M9XM03.01CH 5M9XM02.62G0 5M9XM02.51CH 5YMXM3.342CB 5SFIM00094GB 5YMXM. 7013CA 52SIM. 6833CC 5YMXM. 7013CB 5KAXM. 7823CA 5BCXM. 7183CC 5BCXM. 7823CR 5KAXM. 8913CA 5YMXM. 7843CA 5BCXM. 9514CR 5HNXM1.244G1 5KAXM1.203CA 5YMXM. 9984GA 5YMXM1.133CA 5WEBM. 7505TG 5YMXM1.054GA 5BCXM1.504GN 5KAXM1.183CA 5YMXM1.184DA 5YMXM1.304DA 5KAXM1.503CA 5HNXM1.244G0 5BCXM1.504GS 5M9XM02.53CJ 5M9XM02.54CJ 5M9XM03.04CJ 5M9XM02.53CE 165.5 175.0 177.0 177.8 183.0 183.9 183.9 205.2 206.0 206.2 8.0 48.7 52.0 55.0 58.8 59.1 73.4 73.6 84.8 91.5 91.9 91.9 92.9 94.9 98.0 99.8 103.7 106.6 109.2 115.3 118.0 121.4 127.4 130.6 149.2 167.9 176.5 8.2 6.7 18.2 104.3 23.1 145.3 201.4 11.1 198.6 23.7 11.4 174.6 543.8 174.1 188.6 190.7 62.0 134.8 151.6 22.4 11.2 4.4 16.6 151.1 9.0 12.8 9.7 150.6 51.6 16.8 6.8 9.3 10.7 139.6 20.5 22.0 118.3 10.5 6.7 18.2 111.6 23.1 145.3 201.4 11.1 198.6 23.7 16.0 174.6  174.1 188.6 208.9 62.0 134.8 151.6 24.4 11.2 4.4 16.6 151.1 9.0 12.8 9.6 156.6 58.6 16.8 10.2 9.3 11.6 139.6 20.5 22.0 118.3 2.5 3.8 7.0 3.9 6.3 0.8 0.9 4.0 1.2 6.6 3.2 0.5 0.2 0.9 1.3 1.2 2.1 2.2 1.3 6.1 3.8 7.5 5.9 1.1 11.2 7.1 5.1 6.2 1.2 1.2 7.9 8.3 5.3 0.9 5.5 6.0 1.4 2.5 3.9 7.0 5.3 6.3 0.8 0.9 4.0 1.2 6.6 4.5 0.7  0.9 1.3 1.2 2.1 2.2 1.3 6.6 3.8 7.5 5.9 1.1 11.2 7.1 5.0 6.5 1.9 1.2 5.9 8.3 5.0 0.9 6.0 6.5 1.4 272 85 86 228 109 439 439 279 467 106 510 386 102 300 335 360 231 258 241 100 266 116 255 342 134 184 162 138 275 72 200 186 231 301 133 85 245 272 85 86 228 109 439 439 279 467 106 714 386  300 335 419 231 258 241 100 266 116 262 342 134 184 162 138 275 127 200 186 230 301 133 85 245 * HC+ NOx FEL A 10 Attachment 3: ARB Certification Data for 2003 MY SD/ I Engines Manufacturer Engine Family Rated Power [ kW] Disp.

[ liters] Application Stroke Fuel System HC+ NOx CL [ g/ kW hr]

Mercury Marine Mercury Marine KEM Equipment/ Kodiak Mercury Marine Mercury Marine KEM Equipment/ Kodiak Mercury Marine Mercury Marine KEM Equipment/ Kodiak KEM Equipment/ Kodiak Mercury Marine Marine Power KEM Equipment/ Kodiak Mercury Marine Mercury Marine Indmar Products KEM Equipment/ Kodiak Mercury Marine Mercury Marine Indmar Products Indmar Products Indmar Products Indmar Products Pleasurecraft Marine Pleasurecraft Marine Pleasurecraft Marine Pleasurecraft Marine Volvo Penta Volvo Penta Volvo Penta Volvo Penta Volvo Penta Volvo Penta Volvo Penta Volvo Penta 3M9XM03.02VC 3M9XM04.32VC 3KEMM04.3CRB 3M9XM04.3GME 3M9XM05.02VC 3KEMM04.3SIM 3M9XM05.72VC 3M9XM05.0GME 3KEMM05.7SIM 3KEMM05.7CRB 3M9XM05.7GME 3MPEM06.0100 3KEMM06.0SIM 3M9XM06.2GME 3M9XM08.1BAS 3INDM06.0NE2 3KEMM08.1SIM 3M9XM08.1HIO 3M9XM08.2500 3INDM05.7NE2 3INDM05.7NE5 3INDM08.1NE2 3INDM05.7NC2 3PCMM05.7BOS 3PCMM08.1L18 3PCMM06.0ZR6 3PCMM08.1LHO 3VPAM05.7GXI 3VPAM08.1GXI 3VPAM03.0GL0 3VPAM04.3GL0 3VPAM04.3GXI 3VPAM05.0GL0 3VPAM05.0GXI 3VPAM05.7GL0 101 142 154 164 168 176 190 194 198 198 246 255 258 261 280 280 314 317 354

                            3.0 4.3 4.3 4.3 5.0 4.3 5.7 5.0 5.4 5.7 5.7 5.0 6.0 6.2 8.1 5.7 8.1 8.1 8.2 5.7 5.7 8.1 5.7 5.7 8.1 6.0 8.1 5.7 8.1 3.0 4.3 4.3 5.0 5.0 5.7 S SD/ I SD/ I S SD/ I SD/ I SD/ I SD/ I SD/ I SD/ I SD/ I I SD/ I SD/ I SD/ I I SD/ I SD/ I SD/ I I I I I I I I I SD/ I SD/ I S S S S S S 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke 4 stroke Carburetor Carburetor Carburetor EFI Carburetor EFI Carburetor EFI EFI Carburetor EFI EFI EFI EFI EFI EFI EFI EFI EFI EFI EFI EFI Carburetor EFI EFI EFI EFI EFI EFI Carburetor Carburetor EFI Carburetor EFI Carburetor 11.8 15.1 8.9 11.5 12.9 11.5 10.5 11.7 11.8 8.9 10.0 10.5 11.8 10.6 9.8 11.7 7.1 13.7 15.2 8.1 9.3 12.4 6.1 11.0 13.1 9.7 12.7 13.0 14.7 12.3 14.9 14.5 13.5 14.1 13.3 A 11 Attachment 4: SI Marine Fuel Consumption Data Application Fuel System Rated Power [ kW] Fuel Consumption [ g/ kW hr] Source Outboard Outboard Outboard Outboard Outboard PWC Outboard Outboard 2 Stroke, Carbureted 7.4 7.4 3.0 7.1 26 38.3 48 48 909 759 1105 1053 806 614 736 559 SAE 972740 EPA Testing SwRI 1973 SwRI 1973 SwRI 1973 SwRI 1995 SwRI 1973 SwRI 1995 Outboard Outboard Outboard Outboard 4 Stroke, Carbureted 7.4 7.5 6.0 11.2 539 482 573 492 SAE 972740 SwRI 1995 EPA Testing SwRI 1995 Sterndrive/ Inboard Sterndrive/ Inboard Sterndrive/ Inboard Sterndrive/ Inboard Sterndrive/ Inboard 4 Stroke, Carbureted 79 121 158 167 196 467 420 397 354 365 MARCO, 1992 EPA Testing EPA Testing EPA Testing EPA Testing Sterndrive/ Inboard Sterndrive/ Inboard Sterndrive/ Inboard Sterndrive/ Inboard Sterndrive/ Inboard Sterndrive/ Inboard Sterndrive/ Inboard Sterndrive/ Inboard Sterndrive/ Inboard Sterndrive/ Inboard Sterndrive/ Inboard Sterndrive/ Inboard 4 Stroke,

Fuel Injected 153 153 159 181 185 191 209 209 219 229 229 229 329 327 321 399 403 367 349 340 357 331 283 337 SwRI 2002 SwRI 2002 NMMA, 1999 EPA Testing EPA Testing EPA Testing SwRI 2001 SwRI 2001 SwRI 2001 SBAPCD, 1995 SBAPCD, 1995 SBAPCD, 1995 A 12 Barton, P., Fearn, J., " Study of Two and Four Stroke Outboard Marine Engine Exhaust Emissions Using a Total Dilution Sampling System," SAE Paper 972740, 1997.

Samulski, M., " Exhaust Emission Testing of a Two Stroke and a Four Stroke Marine Engine; Results and Procedures," U. S.

EPA, May 30, 1996.

Hare, C., Springer, K., " Exhaust Emissions from Uncontrolled Vehicles and Related Equipment Using Internal Combustion Engines: Final Report Part 2, Outboard Motors," Southwest Research Institute, January 1973.

Carroll, J., White, J., " Marine Engine Emission Testing, Spark Ignited Engines; Final Report  Volume II," Southwest Research Institute, September 1995.

" A Comparison of Exhaust Emissions on a Marine Engine Run on Steady State and Simulated Transient Cycles," Michigan Automotive Research Corporation, prepared for National Marine Manufacturers Association, October 8, 1992, Docket A 2000 01,

Document II B 07.

Samulski, M., " Effects of Transience on Emissions from Inboard Marine Engines," U. S. EPA, May 30, 1996, Docket A 2000 01,

II A 21. Carroll, J., " Marine Gasoline Engine and Boat Testing," Southwest Research Institute, Prepared for the U. S. EPA, September 2002. " National Marine Manufacturers Association's Small Business Boat Builder and Engine Manufacturers Comments in Response to EPA's Initial Regulatory Flexibility Analysis Regarding EPA's Plans to Propose Emission Regulations for Recreational marine Gas and Diesel Powered Sterndrive/ Inboard Engines," July 12, 1999, Docket A 2000 01, Document II G 253.

Carroll, J., White, J., " Marine Gasoline Engine Testing," Southwest Research Institute, Prepared for the U. S. EPA and California ARB, September 2001, Docket A 2000 01, Document II A 91.

Letter from Jeff Carmody, Santa Barbara Air Quality Management District, to Mike Samulski, U. S. EPA, July 21, 1997, Docket A 2000 01, Document II A 91. 8 Gable, P., Pyle, S., " Emissions from Two Outboard Engines Operating on Reformulated Gasoline Containing MTBE," Environmental Science & Technology, Volume 34, pp. 368 372, 2000.

9Polytetrafluoroethylene ( a fluoroplastic of which an example is Teflon)

10 Kado, N., Okamoto, R., Karim, J., Kuzmicky, P., " Airborne Particle Emissions from 2 Stroke and 4 Stroke Outboard Marine Engines: Polycyclic Aromatic Hydrocarbon and Bioassay Analyses," Environmental Science & Technology, Volume 34, pp. 2714 2720, 2000.

A 13 Attachment 5: Discussion of Existing Reports on 2 Stroke Carbureted Marine Engine PM Measurements EPA identified three test reports presenting PM emissions data from outboard marine engines. However, an investigation of these reports raised concerns that the data collected may not accurately characterize actual PM emissions. As test methods for measuring PM from gasoline two stroke engines have not yet been well established, each study included its own test methods. There are several factors associated with the test methods in these reports that may have caused significant error in the reported PM emissions.

Report 18 This paper reported PM emissions from a two stroke and a four stroke carbureted outboard. PM emissions for the two stroke were higher than the EFs in Table H 1, while the four stroke data was lower. If we used this data, we would calculate higher estimated benefits for converting from baseline technology to four stroke engines compared to using the EFs in Table H 1. The testing in this study was performed by running the engines in a water tank and capturing the exhaust after it bubbled through the water.

Other than the uncertainty that could occur due to the water scrubbing, our primary concern is the filter media used. This study used Gelman Zeflour filters which are often used for air toxics measurements. However, the uncertainty with these filters may be high. The backing material used on these filters has a tendency to break off which lowers the mass of the filters being weighed. On the other hand, this backing material can often adsorb gaseous hydrocarbons so that the mass of PM may be overstated. EPA recommends a PTFE9 membrane filter with a PMP supporting ring.

Report 2 10 This study uses a similar test set up as the above program in that exhaust is sampled after bubbling through water. A constant volume sampler ( CVS) is used to dilute the exhaust sample and ensure a known mass flow rate. 11 Wasil, J., Montgomery, D., Strauss, S., Bagley, S., " Life Assessment of PM, Gaseous Emissions, and Oil Usage in Modern Marine Outboard Engines," SAE GRAZ 43, Society of Automotive Engineers International, 2004.

A 14 In this study, however, the PM filter used is a T68A20 Pall Gelman which is made of PTFE with glass fibers. This filter is appropriate for high emitting diesel engines with large soot fractions in the PM. However, this filter is not appropriate for gasoline engines because it does not efficiently collect organic compounds which make up the vast majority of gasoline engine PM. Therefore, half or more of the PM may pass through the filter undetected. As a result, the reported PM emissions are likely significantly understated.

Another issue with this study is that it does not use the ISO E4 duty cycle that has been adopted by EPA for certification testing. Instead, this study uses a unique operation profile that has almost twice the average load as the E4. The effect of this duty cycle is uncertain but may understate PM because of the higher power factor in the denominator when calculating brakespecific emissions ( E4 is weighted 40% at idle).

Report 3 11 In this study, the outboards are operated in a water tank; however, a raw PM sample is extracted upstream of where the exhaust and water mix. Therefore, water scrubbing does not occur. This measurement approach is known as partial flow sampling. The difficulty with partial flow sampling is that it is very sensitive to the calibration of the mass flow controller. For this reason, partial flow sampling tends to have high variability and does not generally correlate well with full dilute sampling where the mass flow is fixed. Also, it is common for PM to deposit on the walls of the sample line which would affect the mass collected on the filter.

A second concern with this study is with the filter used. This work used a quartz fiber filter. The disadvantage of this filter is that it readily adsorbs water and does not release it during conditioning. Therefore, much of the mass measured on the filter may have been water rather than PM. This may explain why such high PM emissions were measured for the four stroke engine.


FILE NAME: biopetit. wpt ( 1/ 1/ 2006) ( xml)

Number: P4 ATTENTION:

All commodity terms must comply with the Food and Feed Commodity Vocabulary database ( http:// www. epa. gov/ pesticides/ foodfeed/).

All text in blue font ( instructions for preparing the document), should be removed prior to sending the document to the Federal Register Staff. Instructional text and prompts in green font should also be removed.

EPA BIOPESTICIDES AND POLLUTION PREVENTION DIVISION COMPANY NOTICE OF FILING TEMPLATE FOR PESTICIDE PETITIONS PUBLISHED IN THE FEDERAL REGISTER ( 1/ 1/ 2006)

EPA Biopesticides and Pollution Prevention Division contact: [ Rebecca Edelstein 703 605 0513]

INSTRUCTIONS: Use this template in preparing your notice of filing for your company's pesticide petition. In cases where the outline element does not apply, insert " NA Remove" and maintain the outline. The comment balloons appearing in the left margin contain Government Printing Office ( GPO) typesetting codes which expedite the Federal Register ( FR) publication process at EPA for the FR document containing your company's pesticide petition. In the template, do not remove or alter the comment balloons; change the margins, font, or format; or use the WordPerfect comment function. Follow the instructions that appear italicized, color coded, and bracketed.

SUBMISSION: E mail the completed template to: hollis. linda@ epa. gov.

TEMPLATE:

[ BioProdex]

[ Insert petition number]

EPA has received a pesticide petition [ insert petition number] from [ Interregional Research Project Number 4 ( IR 4), Rutgers University] , [ Technology Center of New Jersey, 681 US Highway 1, South, North Brunswick, New Jersey 08902 3390 on behalf of BioProdex, Inc., Gainesville Technology Enterprise Center ( GTEC) , Box 5, Suite 205, 2153 2 SE Hawthorne Road, Gainesville, FL 32641 ], proposing pursuant to section 408( d) of the Federal Food, Drug, and Cosmetic Act ( FFDCA), 21 U. S. C. 346a( d), to amend 40 CFR part 180 Options ( pick one)

1. by establishing a tolerance for residues of the 2. to establish an exemption from the requirement of a tolerance for the 3. to establish an amendment/ expansion of an existing tolerance exemption for the Options ( pick one)

1. microbial pesticide [ Tobacco Mild Green Mosaic Tobamovirus , ATCC number PV 1200]

2. biochemical pesticide [ insert name of active ingredient]

3. plant pesticide [ insert name of active ingredient] in or on [ insert commodity].

Pursuant to section 408( d)( 2)( A)( i) of the FFDCA, as amended, [ Interregional Research Project Number 4 ( IR 4), Rutgers University] , [ Technology Center of New Jersey, 681 US Highway 1, South, North Brunswick, New Jersey 08902 3390 on behalf of BioProdex, Inc., Gainesville Technology Enterprise Center ( GTEC) , Box 5, Suite 205, 2153 SE Hawthorne Road, Gainesville, FL 32641] has submitted the following summary of information, data, and arguments in support of their pesticide petition. This summary was prepared by [ Interregional Research Project Number 4 ( IR 4), Rutgers University] , [ Technology Center of New Jersey, 681 US Highway 1, South, North Brunswick, New Jersey 08902 3390 on behalf of BioProdex, Inc., Gainesville Technology Enterprise Center ( GTEC) , Box 5, Suite 205, 2153 SE Hawthorne Road, Gainesville, FL 32641] and EPA has not fully evaluated the merits of the pesticide petition. The summary may have been edited by EPA if the terminology used was unclear, the summary contained extraneous material, or the summary unintentionally made the reader conclude that the findings reflected EPA's position and not the position of the petitioner.

I. [ Interregional Research Project Number 4 ( IR 4), Rutgers University] , [ Technology Center of New Jersey, 681 US Highway 1, South, North Brunswick, New Jersey 08902 3390 on behalf of BioProdex, Inc., Gainesville Technology Enterprise Center ( GTEC) , Box 5, Suite 205, 2153 SE Hawthorne Road, Gainesville, FL 32641 ] Petition Summary [ Insert petition number]

A. Product name and Proposed Use Practices 3 [ Tobacco Mild Green Mosaic Tobamovirus , ATCC number PV 1200 is the active ingredient in the end use product Solvinix. Solvinix is a postemergence bioherbicide for the control of the weed Tropical Soda Apple ( Solanum viarum). Ten grams of the end use product are diluted with 10 gallons of water and applied with a wiper applicator at 1 gallon per acre or spot sprayed with 2 gallons of water per acre. This Experimental Use Permit is for 10,000 acres in the state of Florida. These include the Florida counties Alachua, Bradford, Brevard, Calhoun, Charlotte, Collier, Columbia, Glades, Hardee, Hendry, Hernando, Highlands, Hillsborough, Holmes, Indian River, Jackson, Manatee, Marion, Okeechobee, Orange, Osceola, Polk, Seminole, Sumter, Walton, Gadsden, Putnam, Clay, Baker, Hamilton, Madison, Washington, Liberty, Leon, Wakulla, Taylor, Jefferson, Suwannee, Lafayette, Dixie, Levy, Gilchrist, Lake, Citrus, Pasco, St. Lucie, Desoto, Dade and Monroe for a total of 10,000 acres. The total amount of Solvinix under this Experimental Use Permit would be 50 pounds of formulated material or 10 pounds of active ingredient. ]

B. Product Identity/ Chemistry 1. Identity of the pesticide and corresponding residues. [ Tobacco Mild Green Mosaic Tobamovirus , ATCC number PV 1200 is the active ingredient in the end use product Solvinix.]

2. Magnitude of residue at the time of harvest and method used to determine the residue. [ Tobacco Mild Green Mosaic Tobamovirus is a naturally occurring Tobamovirus which is found worldwide. The intended use of the product is on the weed Tropical Soda Apple. It is not intended for direct application on food crops. Tobacco Mild Green Mosaic Tobamovirus normally occurs in many fruiting vegetables, cucurbits, tobacco and many other crops. Label directions specifically state not to apply the product within 300 feet of eggplant, pepper, tomatillo and tobacco crops therefore the use of this product is not expected to impact the residues of Tobacco Mild Green Mosaic Tobamovirus on these or other crops.]

3. A statement of why an analytical method for detecting and measuring the levels of the pesticide residue are not needed. [ Tobacco Mild Green Mosaic Tobamovirus is a naturally occurring Tobamovirus which is found worldwide. An exemption from the requirement of a tolerance is being requested. Tobacco Mild Green Mosaic Tobamovirus normally occurs in many fruiting vegetables, cucurbits, tobacco and many other crops. Since it may already be present in crops it is indistinguishable from that which is normally present. In addition since an exemption from tolerance is being requested there is no need to analyze for residues.]

C. Mammalian Toxicological Profile 4 [ Tobacco Mild Green Mosaic Tobamovirus is a naturally occurring Tobamovirus which is found worldwide. It is a plant Tobamovirus that does not infect nor is toxic or pathogenic to insects, invertebrates, vertebrates, mammals or humans. This is due to the fact that the cell surface plays an important role in the early stages of infection of eukaryote, especially animal cells. Animal viruses interact specifically with surface components and plant viruses such as Tobacco Mild Green Mosaic Tobamovirus lack the cell surface receptors and can only enter plants through plant wounds.]

D. Aggregate Exposure 1. Dietary exposure.

i. Food. [ Tobacco Mild Green Mosaic Tobamovirus is a naturally occurring Tobamovirus which is found worldwide. The intended use of the product is on the weed Tropical Soda Apple. It is not intended for direct application on food crops. Tobacco Mild Green Mosaic Tobamovirus normally occurs in many fruiting vegetables, cucurbits, tobacco and many other crops therefore man and animals are routinely exposed to Tobacco Mild Green Mosaic Tobamovirus]

ii. Drinking water. [ Tobacco Mild Green Mosaic Tobamovirus is a naturally occurring Tobamovirus which is found worldwide. The intended use of the product is on the weed Tropical Soda Apple. It is not intended for direct application in aquatic sites and tropical soda apple does not grow in flooded areas]

2. Non dietary exposure. [ The potential for non occupational , non dietary exposure to the general population is not expected to be significant. The product use rate is 2 grams per acre or less and is not expected to present any risk of adverse health effects.]

E. Cumulative Exposure [ There are no other registered products containing Tobacco Mild Green Mosaic Tobamovirus the Tobamovirus and does not produce any toxins. There are no expected cummulative effects with other pesticides.]

F. Safety Determination 1. U. S. population. [ Tobacco Mild Green Mosaic Tobamovirus is a naturally occurring Tobamovirus which is found worldwide. The intended use of the product is on the weed Tropical Soda Apple. It is not intended for direct application on food crops. Tobacco Mild Green Mosaic Tobamovirus normally occurs in many fruiting vegetables, cucurbits, tobacco and many other crops. Label directions specifically state not to apply the product within 300 feet of eggplant, pepper, tomatillo and tobacco crops therefore the use of this product is not expected to impact the residues of Tobacco Mild Green Mosaic 5 Tobamovirus on these or other crops. It is a plant Tobamovirus that does not infect nor is toxic or pathogenic to insects, invertebrates, vertebrates, mammals or humans.]

2. Infants and children. [ Tobacco Mild Green Mosaic Tobamovirus is a naturally occurring Tobamovirus which is found worldwide. The intended use of the product is on the weed Tropical Soda Apple. It is not intended for direct application on food crops. Tobacco Mild Green Mosaic Tobamovirus normally occurs in many fruiting vegetables, cucurbits, tobacco and many other crops. Label directions specifically state not to apply the product within 300 feet of eggplant, pepper, tomatillo and tobacco crops therefore the use of this product is not expected to impact the residues of Tobacco Mild Green Mosaic Tobamovirus on these or other crops. It is a plant Tobamovirus that does not infect nor is toxic or pathogenic to insects, invertebrates, vertebrates, mammals or humans.]

G. Effects on the Immune and Endocrine Systems [ Tobacco Mild Green Mosaic Tobamovirus normally occurs in many fruiting vegetables, cucurbits, tobacco and many other crops, therefore man is routinely exposed to this plant Tobamovirus. There is no known evidence that Tobacco Mild Green Mosaic Tobamovirus functions in a manner similar to any known hormone, or that it acts as an endocrine disruptor.]

H. Existing Tolerances [ There are no known existing tolerances or tolerance exemptions for Tobacco Mild Green Mosaic Tobamovirus. Since it may already be present in crops it is indistinguishable from that which is normally present. An exemption from the requirement of a tolerance is being requested .

I. International Tolerances [ There are no known existing CODEX maximum residue levels or tolerance exemptions for Tobacco Mild Green Mosaic Tobamovirus.]

[ FR Doc. 06????? Filed ???? 06; 8: 45 am] [ BILLING CODE 6560 50 S]