American boat builders, already hard hit by the economic recession, are faced with some additional challenges. Last October, the U.S. Environmental Protection Agency (EPA) published their final ruling on "evaporative and permeation" standards as they relate to non-road vehicles and engines. That group includes everything from lawnmowers to weed whackers – and boats.

According to an EPA study of marine gasoline fuel systems, more than 100,000 tons of gasoline vapors are released into the atmosphere each year. The Clean Air Act requires the EPA address these emissions and establish standards to control them. The new standards were formulated to reduce hydrocarbon emissions and are much like those already in place for automobiles. Part of the new regulations pertain to emissions from engines. But another facet of the regulations, largely unknown to the average boater, applies to the fuel systems used aboard boats.

These new regulations are designed to control emissions from three main sources: diurnal, tank permeation and fuel line permeation, as well as some general provisions for things like splash back and refueling spills. The final standards are 1.1g/gal/day for diurnal emissions; .08g/gal/day for fuel tank permeation and 5g/m2/day for fuel line permeation.

According to an EPA study of marine gasoline fuel systems, more than 100,000 tons of gasoline vapors are released into the atmosphere each year.Diurnal emissions are those hydrocarbon emissions (fuel vapors) that are a result of the daily heating and cooling cycle a fuel system experiences. As the fuel in the tank heats up during the day, the fuel expands, pushing the air in the tank, containing some amount of fuel vapor, out of the tank. When the tank and fuel cools, air is pulled back into the tank to start the cycle again.

While metal fuel tanks and fuel lines are considered to be permeation-free, typical rubber fuel lines do allow some measure of fuel vapor to escape. The new regulations limit the amount of permeation allowed. The same applies to the plastic fuel tanks used aboard many boats. It may be hard to believe, but there is measurable permeation through these items and the government wants it reduced.

Boat builders will have the responsibility to meet the new standards. Part of that responsibility will be supplying the proper certification documentation to the EPA and the U.S. Coast Guard. In addition, each boat builder will have to apply for and receive an annual certification and to maintain records for all boats for a period of eight years.

NEW REGULATIONS, NEW STRATEGIES

Automobile manufactures have had to meet similar regulations. They certify their vehicles by testing the entire vehicle to verify the amount of emission, and that the vehicle meets the standards in place. However, many boat builders are much smaller companies and would have trouble meeting the standards and testing used in the auto industry.

The EPA has therefore studied marine fuel systems and has developed a set of strategies a smaller builder can use to gain certification. The builder has the option of designing and certifying the entire installation itself. Alternately, it can install fuel system components certified by the manufacturers of those components. As long as the components are installed according to the manufacturer's instructions, the system will be considered to be certified.

However, there are going to be some changes from the current practice in marine fuel systems. In addition to meeting the permeation and evaporation standards, a fuel system will have to be designed so that it can't be filled more than 95 percent. That remaining 5 percent capacity, called "ullage," is required to provide the expansion space for the fuel without allowing raw fuel to spill from the tank.

The fuel filling system, especially the tank filler neck, will have to be designed to shut off fuel flow when the tank is filled. This is exactly the same way the fuel pump at any automobile gas station shuts off when the tank is full. This means that the fuel nozzles at many marinas will have to be replaced. Rather than mandating all marinas change nozzles by a certain date, the EPA is requiring all new and replacement nozzles meet the new standard. The new nozzles are the same as one currently in use by automotive filling stations, so no new technology needs to be developed.

The new marine fuel systems will also have to prevent any fuel splash back on the operator or the release of raw fuel into the environment. The fuel cap will also change – it will have to be tethered to the filler and have audible alarm when it is properly tightened (that's the clicking sound from your car's gas cap.)

Diurnal emissions are another issue. Most automobiles solve this problem by installing a carbon canister in the vent line from the fuel tank. As the expanding fuel pushes air out of the tank, the carbon canister traps the fuel vapor. As the fuel contracts and pulls air back into the tank, the fuel vapor from the canister flows back into the tank. Many boat builders plan on adopting this technique for their fuel systems.

Another solution to the diurnal emission problem is to allow the tank to pressurize, and thereby contain the fuel vapor. However, this solution requires careful design of tank vents to slowly release pressure and allow fuel to be added to the tank or used by the engine.

A typical marine fuel system that would meet the new EPA fuel regulations for evaporation and permeation.An unvented bladder tank, as long as the bladder itself is deemed impermeable, is also a valid solution. Vented bladder tanks would still require the carbon canister system. It would also be possible to adapt an air bladder to the fuel tank. The expanding or contracting bladder would contain the air (and fuel vapor) from the tank.

The table shows the target implementation dates for these new standards. As you can see, you will also eventually have to give up that familiar old black rubber fuel primer bulb in your outboard's fuel line. The good news is that at least one manufacturer, BluSkies International, has already developed and certified a replacement fuel primer bulb. Its list price is around $34. A Scottish Company, Superspout Limited has developed a refueling nozzle for portable gas cans that automatically shuts off when the tank being filled is full. They are aware of the new EPA regulations and are planning to enter the U.S. market.

Fuel lines had to have met the new standard by January 1, 2009. This is a little misleading in that existing stocks of fuel line can be used until they are depleted. All new fuel line made from that date on will have to meet the standards, however. The fuel lines inside the engine covers of outboard motors will also have to meet these new standards, but there is a phase in period over the next several years, based on the length of the hose. All such hose must meet the standards by 2015, however.

THE IMPACT ON YOU

So what does all this mean to the average boater? It depends. If you are in the market for a new boat, the cost will be going up. Most of the boat builders don't have hard figures yet because they're waiting for prices on the new, certified components. If you currently own a boat, you don't have to retrofit anything, you're okay to operate.

If you do your own maintenance work, you will have some additional items to deal with on a new boat, the carbon canisters, for example. You will have to use new, certified components when replacing old ones because, eventually, there won't be any other choices on the market. Marinas will have some expense in replacing old fuel fill nozzles as they need to, but this is a normal maintenance item.

The reaction of boat builders to these new regulations has been somewhat muted. While many say they are aware of the regulations and are planning on meeting them by the established deadlines, they are depending on their suppliers to provide properly certified equipment and instructions for installing that equipment. Many boat builders are actually more concerned about the possibility of the EPA allowing up to 15 percent ethanol being added to marine gasoline.

Gary Howard of Ranger Boats summed it up best. "Gas tank capacity will go down (due to thicker walls in molded plastic tanks and the ullage space) and costs will go up," he said. "Our biggest problem will be retrofitting the carbon canisters in existing hull molds. We will depend on certified components for our suppliers."

Builders of outboard-power boats with no built-in fuel tanks have relatively few problems. The dealers who install the outboards will be responsible for certification, which will be accomplished by using certified components such as fuel lines, primer bulbs and portable tanks.

This chart gives the implementation dates of the new EPA fuel regulations.