Document ID: EPA-HQ-OAR-2004-0008-0361
Agency: epa
Document Type: Supporting & Related Material
Title: 
Posted Date: 2006-04-28T04:00Z

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.