vvEPA
Air and Radiation EPA420-D-04-004
August 2004
United States
Environmental Protection
Agency
Test Procedures for
Highway and Nonroad
Engines and Omnibus
Technical Amendments
Draft Technical
Support Document
-------
EPA420-D-04-004
August 2004
Test Procedures for Highway and Nonroad
Engines and Omnibus Technical Amendments
Draft Technical Support Document
Assessment and Standards Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
-------
Table of Contents
Chapter 1: Highway engines (40 CFR parts 85 and 86) 1
Chapter 2: Land-based nonroad diesel engines (40 CFR parts 89 and 1039) 6
Chapter 3: Marine diesel engines (40 CFR part 94) 8
Chapter 4: Locomotives (40 CFR part 92) 21
Chapter 5: Small nonroad spark-ignition engines (40 CFR part 90) 22
Chapter 6: Large nonroad spark-ignition engines (40 CFR part 1048) 23
Chapter 7: Recreational vehicles (40 CFR part 1051) 29
Chapter 8: Test Procedures (40 CFR part 1065) 40
-------
Technical Amendments
Chapter 1: Highway engines (40 CFR parts 85 and 86)
I. Ramped-modal testing
Manufacturers must meet emission standards using a Supplemental Emission Test (SET)
starting in 2007. The SET measures emissions during 13 separate steady-state modes of engine
operation. For the laboratory-based SET specified in §86.1360-2007, we propose that the 13-
mode test cycle be run using a Ramped-Modal Cycle (RMC), which is discussed below.
An RMC operates at the same engine speeds and loads as in conventional discrete-mode
testing, but the modes are connected by gradual ramps in engine speed and/or torque for a single,
continuous emission-sampling period. For the RMC we are proposing for the SET, the steady-
state modes would be connected with twenty-second linear speed transitions and linear torque
transitions, which is consistent with the transition time currently allowed in §86.1360-2007. The
difference is that these transitions would also be sampled as part of the SET. That is, emission
sampling would start at the beginning of an RMC and would not stop until its last mode was
completed.
The RMC for the SET would involve a different sequence of modes than is currently
specified in §86.1360-2007. For example, the first mode, which is engine idle, would be split so
that half of the idle mode occurs at the beginning of the test and half occurs at the end of the test.
This helps facilitate certain technical aspects of emission sampling. Instead of using weighting
factors for each steady-state mode, an RMC specifies different time durations for each mode.
Time durations of the modes and transitions are proportioned to the established modal weighting
factors in §86.1360-2007. The information needed to run the SET as an RMC is given in the
table below.
There are several advantages to running the SET as an RMC. First, we anticipate that
manufacturers will use aftertreatment systems with discrete regeneration events to meet the
emission standards for 2007 and later model year heavy-duty diesel engines (January 18, 2001,
66 FR 5002). Under the current procedure for conducting an SET in §86.1360-2007,
manufacturers sample emissions for an unspecified time duration near the end of each of thirteen
individual two-minute modes (except idle, which is four minutes). The result is thirteen separate
measurements that must be combined mathematically to yield an overall emission result in g/hp-
hr. Because discrete aftertreatment regeneration events typically cause short but large increases
in emissions, the current procedure in §86.1360-2007 may not be repeatable—a regeneration
event may or may not be sampled in a given mode. For sampling low concentrations of PM, this
effect is exaggerated because sample times per mode may be as short as twenty seconds.
Furthermore, without specific start and stop times for sampling each mode, an anticipated
regeneration event may be intentionally or unintentionally included or excluded. With an RMC,
this variability is removed by requiring emissions sampling for the entire forty-minute cycle.
-------
Draft Technical Support Document
The RMC involves one emission measurement rather than 13 separate measurements for each
mode. The more frequent, separate measurements can cause inaccuracy, especially at low
emission levels, since dead volumes in the sampling system and delayed sampling can cause the
system to assign one mode's emissions to a different mode. The RMC avoids this by collecting
the total emissions into a single sample and dividing by the total work done over the test period.
A single measurement also substantially reduces the resource burden to conduct testing.
The RMC enables the use of batch sampling systems such as bag samplers. This is an
advantage at low emissions, because these sampling systems are capable of quantifying lower
levels than continuous sampling systems.
The longer sampling period for RMC testing also increases the total collected mass of
pollutants. This is especially significant because the heavy-duty highway diesel PM standard,
effective in 2007, approaches current PM microbalance quantification limits. Sampling for 40
minutes over the RMC increases the total collected PM by 500 percent compared with the
conventional discrete-mode procedure.
II. Maximum test speed
Because maximum test speed in part 1065 differs from rated speed in part 86, we are
considering a change to adjust how maximum test speed is applied to heavy-duty highway diesel
engines. These speeds are used to transform normalized speeds into reference speeds for
emission testing. For heavy-duty highway diesel engines, we require emission testing over the
sequence speeds and torques in 40 CFR part 86, Appendix I, paragraph (f)(2), where rated speed
is represented by 100 % speed (40 CFR 86.1333-90(g)).
Rated speed and maximum test speed can differ. Rated speed may be declared by the
manufacturer within or above the speed range between the lowest and highest speed at which an
engine generates 98 % maximum power. As stated in 40 CFR 86.1333-90(g), "[Rated speed] is
generally intended to represent the rpm at which maximum brake horsepower occurs." In
contrast, maximum test speed is the speed that lies farthest from the zero-speed, zero-power
point on an engine power map that is normalized to 100 % power and 100 % speed at that power.
Four such engine maps are illustrated below. For engines with low torque-rise, maximum test
speed is at maximum power. So for these engines, there is little difference between maximum
test speed and rated speed. Note that torque-rise means an increase in maximum torque from
maximum power to maximum torque. We have observed, however, that all modern heavy-duty
highway diesel engines have high torque-rise, which causes maximum test speed to be (15 to 35)
% higher than rated speed. For these engines, a general shift toward higher test speeds is
intentional in order to test these engines over their complete operating ranges.
-------
Technical Amendments
120%
100%
80%
Q_
E
60%
x
ro
40%
20%
maximum test speed = rated speed-
(low torque-rise engines)
maximum test speed
of high-torque-rise
engines
20%
40% 60% 80% 100% 120% 140%
% Speed at which maximum power occurs
160%
The highest percent speed in the part 86 test sequence, however, is not 100 %, but 111.91 %
at the 392nd second of the 1200-second sequence. There are also several other occurrences of
speeds greater than 100 %. Coupled with a speed transformation using maximum test speed,
these normalized speeds in excess of 100 % might not represent in-use operation of high torque-
rise engines. We request comment on whether or not speeds above maximum test speed are
representative of in-use operation. We also request comment on ways to ensure representative
testing over the part 86 test sequence. We request comment on whether or not we should specify
that maximum test speed should be equal to 112 % speed for this particular sequence. This
would shift the prescribed speeds that are in excess of 100 % to be no greater than 99.92 % of
maximum test speed. This adjustment would prevent excessive speeds, while ensuring our intent
to specify maximum test speed to test an engine over its complete operating range.
-------
Draft Technical Support Document
Chapter 2: Land-based nonroad diesel engines (40 CFR
parts 89 and 1039)
As described in the preamble, we are proposing to clarify the standards applicable to
Independent Commercial Importers under Part 89 Subpart G, which are also referenced in
§1039.660. We are proposing to make clear that the applicable standards for nonroad diesel
engines imported by ICIs are those that applied during the year of the original production of the
engine. The current regulations were written when Part 89 was new and there was only one Tier
of standards. At that time, there were only two categories of engines- those produced before the
date of applicable standards and those produced after. Engines produced before any applicable
standards are clearly unregulated under the Act and may be imported without any modification
(although that does not mean they can be freely installed in any piece of equipment). For those
that were produced after the effective date of applicable standards, there was no question as to
which set of standards applied (what we now call Tier 1). Unfortunately, no amendments were
made to the ICI provisions as first Tier 2, then Tier 3 and finally Tier 4 standards were
promulgated.
In the preamble, we explain that we are correcting text in the ICI provisions applicable to
motor vehicles and motor vehicle engines to make clear that the applicable standards for those
vehicles and engines are those of the original production year. There we set forth, from a 1996
final rule, that "many older vehicles cannot be modified to meet current year standards without
extraordinary cost, which makes the conversion financially unfeasible for many owners of such
vehicles." Particularly with the stringency of the Tier 4 standards, we believe that this statement
also applies to past model year nonroad engines that might be imported by ICIs. Thus, we
believe that the appropriate standards are those from the original year of production. However,
as a precaution against the ICI program being used to circumvent new standards for large
numbers of motor vehicles and motor vehicle engines, we are proposing to cap each Id's usage
of the program at a total of 50 light-duty vehicles and trucks, 50 motorcycles, and 5 motor
vehicle engines in cases where the year of production standards are less stringent than the
standards that apply during the year of modification.
We have issued only three certificates of conformity for nonroad engine ICIs in the history of
our nonroad regulations, and each of those ICIs imported only a small number of engines. There
are currently no ICIs with valid nonroad engine certificates. Additionally, the regulations
generally require that, after certification, every third engine imported by an ICI be tested on an
engine dynamometer under the federal test procedure (FTP). For these reasons, we do not
believe that specifying original production year standards for these engines will lead to
significant importation of older nonroad equipment or engines in the Tier 4 timeframe as a way
to avoid incremental costs associated with Tier 4 engines. Still, as a precaution, we are
proposing to cap the number of nonroad diesel engines that may be imported by an ICI in a given
model year at 5 per year where the original production year standards are less stringent than
those that apply during the year of modification. We believe this cap eliminates any concern that
-------
Technical Amendments
the goals of the Tier 4 program might be jeopardized, without impacting the current activities of
any ICL. We request comment on the appropriateness and size of this cap. We believe it is
appropriate to take this action to provide the opportunity for Ids to participate in the U.S.
market. They have historically been small businesses and their existence may help to increase
equipment choices available in the U.S. We believe, for example, that ICIs could at some point
provide a mechanism for the importation of unique and highly specialized machines where
volumes are so small that the original engine manufacturer elects not to certify, so that the
equipment might not be otherwise available in the U.S. We intend to monitor the usage of the
ICI provisions when aftertreatment-based standards take effect for nonroad engines. If we
believe that the ICI provisions are being misused, or adversely impacting air quality in a
particular location, we will consider addressing the problem through future rulemaking.
-------
Draft Technical Support Document
Chapter 3: Marine diesel engines (40 CFR part 94)
This chapter contains an explanation of several changes and clarifications we are proposing
to apply to our marine diesel engine emission control program. We are adding a definition of
amphibious vehicle and clarifying the meaning of auxiliary marine engine. We are also
clarifying the application of certain certification flexibility provisions. These changes and
clarifications are necessary to address issues that were raised by manufacturers and vessel
owners as they implement this program.
It should be noted that the proposed revisions described below do not affect the requirements
contained in Annex VI, Air Pollution, to the International Convention on the Prevention of
Pollution from Ships, 1978, as modified by the protocol of 1978 relating thereto. Engine
manufacturers, boat builders, and vessel operators would still be subject to those requirements
once the Annex goes into force.A
3.1 Definition of Amphibious Vehicle (94.2)
3.1.1 Background
In our original nonroad diesel and marine engine emission control programs, we adopted a
definition of marine vessel that is consistent with the General Provisions of 1 U.S.C. 3. (see 40
CFR 89.2, 91.2, and 94.2). According to that definition, "the word 'vessel' includes every
description of watercraft or other artificial contrivance used, or capable of being used, as a
means of transportation on water."
In our recreational vehicle rule (67 FR 68242, November 8, 2002), we adopted a different
definition of marine vessel for our standards for spark-ignition nonroad engines (40 CFR Parts
90 and 1048). According to this definition, a marine vessel is "a vehicle that is capable of
operation in water but is not capable of operation out of water." This definition also specifies
that "amphibious vehicles are not marine vessels." (40 CFR 90.2 and 40 CFR 1048.801). This
modification was intended to address certain kinds of all-terrain vehicles that can be used on
both land and water. These include the Argo and the Max all-terrain vehicles, which are offroad
AAnnex VI has been ratified by the required number of countries (15 countries
representing at least 50 percent of the world's merchant shipping tonnage) and will enter into
force May 20, 2005. The countries that have ratified are: Bahamas, Bangladesh, Barbados,
Denmark, Germany, Greece, Liberia, Marshall Islands, Norway, Panama, Samoa, Singapore,
Spain, Sweden, and Vanuatu, representing about 55 percent of the world's merchant shipping
tonnage. More information about this Convention can be found on our website,
www.epa.gov/otaq/marine.htm and on the International Maritime Organization website,
www.imo.org.
-------
Technical Amendments
utility vehicles that can also be used in water. The body design of these nonroad vehicles allows
them to float. They are propelled through the water by their tires, which can act as linear
propellers, or by a jet or other type of propeller. These vehicles are designed to carry up to six
passengers or two passengers plus a payload and are often used as utility or research vehicles in
wetlands and swampy areas. Some are also marketed for recreational fishing in such areas.
Because these vehicles are primary intended for use on land, however, we determined that it is
appropriate that they be certified to the applicable ATV or offroad utility vehicle standards.
We have since learned that there are similar amphibious vehicles that use compression-
ignition engines. These include small vehicles like the Supacat as well as larger vehicles like the
DUKW, LARC, and ALVIS STALWART8 The existence of these land/sea vehicles leads us to
reconsider the definition of marine vessel in our other nonroad programs with the goal of treating
such vessels the same across our programs and to have a uniform definition.
3.1.2 Definition of Amphibious Vehicle
For the purpose of our mobile source emission control program, we are proposing to define
amphibious vehicle as a vehicle with two or more wheels or with tracks and which is designed to
be operated primarily on land but is also capable of operating in water. Amphibious vehicles
would not be considered marine vessels and would be subject to the emission standards that
apply to the land-based equivalent of the vehicle. We believe this approach is appropriate
because it would subject all vehicles of a similar nature to the same set of emission standards.
Otherwise, a manufacturer who makes available a marine-capable version of a land-based
vehicle would have to certify the vehicle to two different standards.
We propose to add this definition to our land-based compression-ignition nonroad engine
regulations (40 CFR 89), our spark-ignition marine engine regulations (40 CFR 91), our
compression-ignition marine engine regulations (40 CFR 94), our spark-ignition nonroad engine
<19 kW regulations (40 CFR 90), our spark-ignition nonroad engine >19 kW regulations (40
CFR 1048), and our recreational engine and vehicle regulations (40 CFR 1051). We also
propose to make the necessary changes to the definition of marine vessel in those regulations.
BAccording to the U.S. Coast Guard, the three main types of vehicles used in the
amphibious industry today were originally designed as military transports and are known as
DUKWs (D=1942; U=Utility; K=Front Wheel Drive; and W=Two rear driving axels), LARCs
(Lighter, Amphibious, Resupply, Cargo), and ALVIS STALWARTs. DUKWs were originally
manufactured in the early 1940s for the U.S. Army, while LARCs were manufactured for the
Navy. STALWARTs were manufactured for the British Army in the late 1960s. See Navigation
and Vessel Inspection Circular No. 1-01, Inspection of Amphibious Passenger Carrying
Vehicles, COMDTPUB P16700.4NVIC 1-01, 11 December 2000.
7
-------
Draft Technical Support Document
3.1.3 Applicable Emission Standards
Amphibious vehicles can be street-legal, such as excursion vehicles for tourism purposes
(e.g., TrolleyBoats) or designed only for off-highway use (e.g., Argo, Max, DUKW). To
determine which engine standards apply, we would look to the land-based application. Under
this approach, any vehicle that meets our definition of "motor vehicle" in 85.1703(a) would have
to meet the highway emission standards that would otherwise be applicable to the vehicle if it
were not capable of operating in water. So, for example, a street-legal TrolleyBoat would have
to have an engine that meets our standards for heavy-duty highway diesel engines.
If an amphibious vehicle is not street-legal, i.e., it is designed only for off-highway use, then
it must meet the emission standards in effect for a similar nonroad vehicle. If it has a
compression-ignition engine (e.g., a DUKW), it must be certified to meet our nonroad diesel
engine standards. If it has a spark-ignition engine, it must be certified to meet the applicable
nonroad standards: all-terrain vehicle standards, small SI (<19 kW) standards, or large (>19 kW)
SI standards (see table X.l-1).
Table X. 1-1
Application of Nonroad to Amphibious Vehicles
Cycle
Spark-ignition
Compression-
Ignition
Terrain
Rough
Rough
Rough
Non-rough
Non-rough
Rough or non-rough
Vehicle Characteristics
Saddle and handlebar
No saddle, <25 mph
No saddle, >25 mph
<19kW
>19kW
Any
Applicable Standards
ATV
Small SI
ATV
Small SI
Large SI
Nonroad CI
The proposed definition of amphibious vehicle and revision of our definition of marine
vessel are intended solely for the purpose of our national emission control programs. These
definitions do not affect in any way how these vehicles are treated by the United States Coast
Guard or any other federal, state, or local agency that may have requirements for the safety,
registration, or operation of such vehicles. It also does not affect the requirements for
amphibious vessels under MARPOL Annex VI. Specifically, after the Annex comes into force,
amphibious vessels with diesel engines above 130 kW will be required to have MARPOL-
compliant engines as demonstrated by an Engine International Air Pollution Prevention (EIAPP)
certificate and related documentation (Technical File and Record Book of Engine Parameters).
In addition, vessels above 400 gross tons will be required to have an International Air Pollution
Prevention (IAPP) certificate. These requirements are described in our rulemaking for marine
-------
Technical Amendments
diesel engines at or above 30 liters per cylinder, which is available on our website,
.
3.1.4 Hovercraft
We have learned that there are small hydrofoils (hovercraft) that can also operate on land as
well as water. One example is the Griffon Hovercraft, which weighs 825 to 2,200 Ibs and can
carry 5 to 80 passengers.
A hovercraft would not be considered to be an amphibious vehicle under the above definition
because it has neither wheels nor tracks. Instead, it would be considered a marine vessel and its
engines would be subject to our marine engine emission control program. To meet these
requirements, a hovercraft manufacturer could either purchase and install a certified marine
engine or take advantage of our marine engine dresser provision. This provision allows an
engine manufacturer, post-manufacturer marinizer, or boat builder to install a certified land-
based or highway engine on a marine vessel as long as the engine has a valid certificate of
conformity, it is properly labeled, and no changes are made to the engine that could reasonably
be expected to increase its emissions. There are certain conditions associated with this
flexibility: the original engine label must be clearly visible; a supplemental label must be affixed
to the engine identifying it as a dressed engine, and certain information must be submitted to
EPA with respect to the engine and the identity of the manufacturer. Section 3.4, below, has
additional information about our engine dresser program.
3.2 Auxiliary Engines (94.2)
3.2.1 Background
In our December 1999 marine diesel engine rulemaking, we adopted a definition of "marine
engine" that is based on whether an engine is installed or intended to be installed on a marine
vessel (40 CFR 94.2). Some manufacturers have requested further interpretation of the phrase
"installed or intended to be installed" as used in the definition to determine whether their engines
are subject to emission standards for land-based or marine engines.
The definition adopted in 1999 states:
Marine engine means an engine that is installed or intended to be installed on a marine vessel. This
definition does not include portable auxiliary engines for which the fueling, cooling and exhaust systems
are not integral parts of the vessel. (64 FR 73334)
In our rule, we explained some background we considered in adopting this definition:
In the final land-based nonroad engine rule, we determined that a portable auxiliary engine used onboard a
marine vessel should not be considered a marine engine (October 23, 1998, 63 FR 56967). Instead, a portable
auxiliary engine is considered to be a land-based engine subject to the requirements of 40 CFR Part 89. To
distinguish a marine auxiliary engine installed on a marine vessel from a land-based portable auxiliary engine
used on a marine vessel, we specified in that rulemaking that an auxiliary engine is installed on a marine vessel
-------
Draft Technical Support Document
if its fuel, cooling, or exhaust systems are an integral part of the vessel. These auxiliary engines are therefore
not fundamentally different than land-based engines and we regulate them under 40 CFR Part 89. (64 FR
73302, discussing EPA's determination in "Summary and Analysis of Comments: Control of Emissions from
Nonroad Diesel Engines," August 1998, p. 92)
The regulatory text and explanation in the final rule permit some narrow amount of
portability for an engine to be considered "installed or to be installed on a marine vessel" and
thus a marine engine. However, this portability is limited to engines that have systems that are
integral to the vessel. If the engine does not have systems that are integral to the vessel, it would
be considered a land-based nonroad engine.
3.2.2 Clarification of "portable"
Since we finalized the above definition, we learned that there continues to be confusion
about what is meant by "portable" in our definition of marine engine. At least one engine
manufacturer sought further clarification about whether, for example, an engine that is attached
to a barge would be considered portable.
EPA would not consider an engine "installed" if it can easily be removed from a vessel to
provide power to another application without modifications. In this case, a pump engine that is
bolted onto the main deck of a boat or barge would not be considered installed if it could be
readily disconnected from the pump machinery and lifted off the vessel to power a pump (or
other device) elsewhere. Such an engine operates more as a stand-alone auxiliary engine than a
marine engine. In contrast, EPA would consider an engine installed if it is mounted in such a
way that would require significant effort to remove the engine (i.e., there is more to the mounting
than a few brackets or straps).
The one exception to this "removability" interpretation of the regulation is for those engines
that can easily be removed from a vessel, but whose fueling, cooling or exhaust systems are
integral to the vessel. Such an engine, though conceptually portable because of its relationship
to the vessel, cannot operate without a connection to the vessel. For example, if a portable
engine could be designed with a quick-connect access to the onboard fuel supply or with other
hardware that would allow the engine to tie into the vessel's cooling or exhaust systems, EPA
would consider such an engine installed. Even though it is portable, such an engine could not
generally operate without the fueling or other systems available on the vessel. In other words, it
could not be operated once it is removed from the vessel.
3.2.3 Regulatory revision
The clarification described in this section does not require further regulatory text in 40 CFR
94. However, we are adding this definition to our other nonroad programs, including our land-
based compression-ignition nonroad engine regulations (40 CFR 89), our spark-ignition marine
engine regulations (40 CFR 91), our spark-ignition nonroad engine <19 kW regulations (40 CFR
90), and our spark-ignition nonroad engine >19 kW regulations (40 CFR 1048).
10
-------
Technical Amendments
3.3 Certification of Marine Auxiliary Engines (94.912)
3.3.1 Background
The general industry practice is to produce marine engines by modifying land-based engines
so they are suitable for marine application. The most important changes usually relate to tuning
the power characteristics for marine propulsion, adapting the engine for use with water-based
cooling, and changing various parts for improved corrosion resistance or compliance with Coast
Guard requirements. However, manufacturers have also informed us that they sometimes sell
engines for marine auxiliary service that are identical to land-based engines.
3.3.2 Streamlined certification for marine auxiliary engines
To avoid the regulatory and compliance burdens associated with certifying identical auxiliary
marine engines under two separate programs, land-based and marine, we are proposing to allow
streamlined certification. Under this approach, manufacturers would be able to include auxiliary
marine diesel engines in a land-based engine family certified under 40 CFR part 89 or 1039, with
the following conditions:
o The marine engine must be identical in all material respects to a land-based engine
covered by a valid certificate of conformity;
o The marine engine may not be used as a propulsion engine;
o The engine must have the emission control information label required under the land-
based program, including additional information to identify the engine as certified also
for marine auxiliary purposes;
o The number of marine engines in the engine family must be smaller than the number of
land-based engines; and
o The application for certification must identify the possibility of marine auxiliary
installations, including projected sales of marine engines; if the projected marine sales
are substantial, we may ask for the year-end report of production volumes to include
actual marine auxiliary engine sales.
The requirement that the marine engine be identical in all material respect to a land-based
engine covered by a valid certificate of conformity means that there must be no changes to the
engine for use in the marine application. There can be no changes to the fuel system, the
turbocharger, the cooling system requirements or any other characteristic. The engine must be
able to be used interchangeably in a marine or land-based application without modification.
The proposed streamlined certification for auxiliary engines is intended solely for the
purpose of our national emission control programs. This streamlined certification does not affect
in any way how these engines are treated by the United States Coast Guard or any other federal,
state, or local agency that may have requirements for the safety, registration, or other operation
of such engines. It also does not affect the requirements for auxiliary engines under MARPOL
11
-------
Draft Technical Support Document
Annex VI.C Specifically, after the Annex comes into force, any diesel engine above 130 kW
installed on a marine vessel constructed on or after January 1, 2000, and any engine above 130
kW that undergoes a substantial conversion on or after January 1, 2000, will be required to be
MARPOL-compliant as demonstrated by an Engine International Air Pollution Prevention
(EIAPP) certificate and related documentation (Technical File and Record Book of Engine
Parameters). Therefore, engine manufacturers who take advantage of the streamlined
certification for auxiliary engines and who may sell those engines for use on vessels subject to
MARPOL Annex VI should make sure they obtain the necessary MARPOL Annex VI
certification when they apply for certification of their land-based family. The MARPOL Annex
VI requirements are described in our rulemaking for marine diesel engines at or above 30 liters
per cylinder, which is available on our website, .
3.4 Engine Dressing Provisions (94.907)
3.4.1 Background
Some companies produce marine engines by modifying new, land-based engines and
modifying for installation on a marine vessel. This can be done in a way that does not affect
emissions. For example, the modifications may consist of adding a generator or reduction gears
for propulsion. It can also involve installing a new marine cooling system that meets original
manufacturer specifications and duplicates the cooling characteristics of the land-based engine,
but with a different cooling medium (i.e., water). This is similar to the process of buying
certified land-based engines to make a generator or other equipment. This simplified approach
of producing an engine can be described as dressing an engine for a particular marine
application. Because the modified land-based engine is subsequently used on a marine vessel,
however, it would be considered marine diesel engines pursuant to our definition of marine
engine.
We included a provision in our final commercial marine diesel engine rule that exempts
engines from the marine certification requirements if the marinizing company meets the
following conditions (64 CFR 73303, December 29, 1999; see 40 CFR 907):
o The engine being dressed, (the "base" engine) must be a heavy-duty highway, land-based
nonroad, or locomotive engine, certified pursuant to 40 CFR 86, 40 CFR 89, or 40 CFR
92. The base engine must be certified to the standards that apply at the time the base
engine manufacturer completes assembly of the engine. We don't allow stockpiling of
uncertified engines.
CMARPOL Annex VI is Annex VI, Air Pollution, to the International Convention on the
Prevention of Pollution from Ships, 1978, as modified by the protocol of 1978 relating thereto.
More information about this Convention can be found on our website,
www.epa.gov/otaq/marine.htm and on the International Maritime Organization website,
www.imo.org.
12
-------
Technical Amendments
o The dressing process must not involve any changes that can reasonably be expected to
increase engine emissions. This includes a requirement that engine cooling and
aftercooling systems stay within the ranges specified by the original engine manufacturer.
o The original emissions-related label must remain on the engine.
o The dressing company must report annually to us the models that are exempt under this
provision.
o The engine model must not be primarily for marine application.
It should be noted that the goal of our engine dressing provisions is to eliminate the burden
of certification and other compliance requirements where we have confidence that an engine
already certified to comparable standards for another program will meet marine engine emission
standards. However, the certificate holder for the base engine continues to be liable, under the
terms of the original certification, for the emissions performance of the dressed engine.
3.4.2 Regulatory Changes
The engine dresser provisions as they are currently written can be exercised by engine
manufacturers, including post-manufacturer marinizers.0 We are proposing to expand the list of
companies who can use this flexibility to boat builders who produce a marine engine by
installing a non-marine engine on a vessel without substantially modifying it. This provision is
intended to cover circumstances, like the hovercraft example described in section 3.2, above, in
which a vessel manufacturer uses a highway or nonroad engine on a vessel but does not modify
it in any way that could affect its emissions. In the hovercraft example, the engine is used to run
an air compressor that inflates the floating platform and generates air turbulence to propel the
vessel forward. The engine does not require marine engine cooling systems, it is not adjusted to
provide more power, and it requires no special fuel handling systems. A similar situation exists
for airboats, where a highway or nonroad engine is used to run a large fan to propel the vessel
forward. Because such engines are installed on a vessel they are considered to be marine
engines. Under our existing programs, the boat builder manufacturer would have to certify the
engines as marine engines even if they have a certificate of conformity under our highway or
nonroad emission control programs because they do not qualify as engine manufacturers or post-
manufacturer marinizers. Our proposed revision will make it clear that these vessel
manufacturers would also qualify for the engine dressing exemption.
In addition, we are clarifying the provision regarding the requirement to demonstrate that the
engine model is not primarily used in marine applications. This demonstration requires that the
engine manufacturer show that fewer than 50 percent of the engine model's total sales for the
model year are dressed engines. This includes engines dressed by others as well as the
manufacturer of the base engine. This can be shown based on sales information. Engine
DPost-manufacturer marinizers are companies that produce a marine engine by modifying
a non-marine engine and vessel manufacturers that substantially modify marine engines.
13
-------
Draft Technical Support Document
dressers who are not also the manufacturer of the base engine must get the original manufacturer
to confirm that the engine is not primarily a marine engine.
We are also clarifying the requirements related to generating and using emission credits with
these engines. Engines adapted for marine use through the engine dressing provisions may not
generate or use emission credits under part 94. However, they may generate credits or use
credits under the averaging, banking, and trading (ABT) provisions of the program under which
they are originally regulated (highway, land-based nonroad, locomotive).
3.4.3 Requirement to Submit Emission Data
Under our existing program, base engine manufacturers utilizing the dressing exemption
must submit marine-specific emission data on their dressed marine engines. In addition, we may
request marine-specific data from the original engine manufacturer if another company is
dressing their engines for marine application. We are not proposing to change this provision.
We intend to use this data for program oversight, to determine the validity of the exemption.
This is important because marine engines are not operated in the same way as highway or land-
based nonroad engines. This is reflected in the different duty cycles used for certification
testing.
Specifically, we will use the test data to evaluate the extent to which the highway or land-
based nonroad engines can be expected to achieve our marine engine emission limits when
operated as marine engines. If we find that highway or land-based nonroad engines exceed the
marine standards based on the marine duty cycle we will consider suspending this flexibility.
The suspension of this flexibility would not affect marine engines already in the fleet, unless
there is a substantial emission exceedence.
Using the data obtained under the engine dresser flexibility program to evaluate the validity
of the exemption suggests that engine manufacturers will need to design their highway or land-
based nonroad engine certification test programs to include the marine duty cycle if the engine
may be sold into a marine application. We do not believe this will be burdensome, especially
considering that the alternative is to do a full certification application for the marine engine.
As discussed above, land-based engines that are credit-users are eligible for the engine
dressing exemption. Although they are properly certified, such dressed marine diesel engines
may exceed the marine emission standards. We will take ABT credit use into account when we
evaluate the validity of the program.
3.4.4 Other engine dressing provisions remain unchanged
The other components of our engine dressing provisions remain unchanged. These include
the following:
14
-------
Technical Amendments
o Any certified heavy-duty highway, nonroad, or locomotive engine will be eligible for the
dressing exemption.
o The marine not-to-exceed (NTE) zone provisions do not apply to dressed engines, unless
NTE provisions are in place for the certified base engine.
o Engines that qualify as dressed engines are considered to have a certificate under
regulatory programs for both land-based and marine engines.
o If we find that a company with an engine dressing exemption does not, in fact, meet the
criteria spelled out in the regulations, the engines are not exempt and we may pursue
enforcement for selling uncertified marine engines and/or tampering with certified
engines.
o The engine dressing company must put a supplemental label on each exempted engine
stating the name of the dressing company and the fact that the engine was marinized
without affecting emission controls. This will make clear that the engine is acceptable
for use in a marine vessel. In addition, dressing companies will need to give us minimal
notification that they are modifying certified engines. This can be done once annually for
a company's whole range of dressed marine engines.
In addition to the labeling requirement, we encourage engine manufacturers to inform
companies dressing their engines of these requirements. This will not only aid us in educating
affected companies, it may help protect engine manufacturers from exposure to liability if their
engines are ever found in a marine vessel without proper documentation.
The dressing provisions are intended solely for the purpose of our national emission control
programs. This streamlined certification does not affect in any way how these engines are
treated by the United States Coast Guard or any other federal, state, or local agency that may
have requirements for the safety, registration, or other operation of such engines. It also does not
affect the requirements for engines under MARPOL Annex VI.E Specifically, after the Annex
comes into force, any diesel engine above 130 kW installed on a marine vessel constructed on or
after January 1, 2000, and any engine above 130 kW that undergoes a substantial conversion on
or after January 1, 2000, will be required to be MARPOL-compliant as demonstrated by an
Engine International Air Pollution Prevention (EIAPP) certificate and related documentation
(Technical File and Record Book of Engine Parameters). Therefore, engine manufacturers who
take advantage of the engine dressing provisions and who may sell those engines for use on
vessels subject to MARPOL Annex VI should make sure they obtain the necessary MARPOL
Annex VI certification when they apply for certification of their land-based family. The
MARPOL Annex VI requirements are described in our rulemaking for marine diesel engines at
or above 30 liters per cylinder, which is available on our website,
.
EMARPOL Annex VI is Annex VI, Air Pollution, to the International Convention on the
Prevention of Pollution from Ships, 1978, as modified by the protocol of 1978 relating thereto.
More information about this Convention can be found on our website,
www.epa.gov/otaq/marine.htm and on the International Maritime Organization website,
www.imo.org.
15
-------
Draft Technical Support Document
3.5 Engine Repowers (94.1103(b))
We have received several requests for clarification about vessel repowers. Much of the
existing confusion results from the fact that our marine engine program and the Annex VI
program are slightly different and have different results depending on whether the engine used to
repower the vessel is new or used.
3.5.1 Repowering With a New Engine
If a vessel owner is going to replace an existing engine on an existing vessel with a new
engine, then the new engine must comply with the requirements of MARPOL Annex VI and the
EPA program. Under MARPOL Annex VI, the engine must meet the Regulation 13 NOx limits
(it must have a Statement of Voluntary Compliance or an EIAPP). Under the EPA program, the
engine must comply with the emission limits that are in effect when the repower occurs. Note
that if the replacement engine is certified to our Tier 2 standards it should also have a Statement
of Voluntary Compliance or EIAPP and therefore will meet both the MARPOL Annex VI NOx
requirements and the EPA requirements.
We provide an exemption in 40 CFR 941103(b)(3) which would allow a vessel owner to
replace an existing engine with a new uncertified engine or a new engine certified to an earlier
standard engine if it can be demonstrated that no new engine that is certified to the emission
limits in effect at that time is produced by any manufacturer with the appropriate physical or
performance characteristics needed to repower the vessel. In other words, if a new certified
engine is not available that can be used, an engine manufacturer may produce a replacement
engine that does not meet all of the requirements of our marine emission control program. For
example, if an vessel has twin uncertified engines and it becomes necessary to replace one of
them, the vessel owner can request approval for an engine manufacture to produce a new
uncertified engine if it can be demonstrated that the vessel will not function properly if the
engines are not identically matched.
There are certain conditions for this exemption. The replacement engine must meet
standards at least as stringent as those of the original engine. So, for example, if the original
engine is a pre-Tier 1 engine, then the replacement engine would not have to meet emission
limits. If it is a Tier 1 engine, it would not have to meet the Tier 2 limits if those are the limits in
place when the replacement occurs. In addition, the engine manufacturer must take possession
of the original engine or make sure it is destroyed. Also, the replacement engine must be clearly
labeled to show that it does not comply with the standards and that sale or installation of the
engine for any purpose other than as a replacement engine is a violation of federal law and
subject to civil penalty. Our regulations contain the information that must be on the label; we are
adding a provision to cover the case where the engine meets a previous tier of standards.
Engines that qualify for this exemption are still subject to the Annex VI engine requirements.
This means that if the vessel is subject to MARPOL Annex VI, the new replacement engine must
be certified to the Annex VI NOx limits.
16
-------
Technical Amendments
3.5.2 Repowering With a Used (Rebuilt) Engine
If a vessel owner replaces an existing engine with a used (rebuilt) engine, then that
replacement engine is not required to be certified to our marine standards.
It should be noted, however, that if a vessel owner is going to replace an existing engine on
an existing vessel constructed on or after January 1 2000 with a used (rebuilt) engine, the engine
must comply with the requirements of MARPOL Annex VI. Under these requirements, the
Annex VI NOx limits would apply if the used (rebuilt) engine undergoes a major conversion.
This means it is substantially modified during the rebuilding process (e.g.,more was done than
simply replacing used parts with identical new part) or it has a maximum continuous rating more
than 10 percent higher than the old engine. If the original engine is being replaced by an
identical used (rebuilt) engine, then there are no Annex VI emission requirements for the used
(rebuilt) engine.
The MARPOL Annex VI requirements apply to diesel marine engines above 130 kW. If the
engine is not a diesel engine or is a diesel engine at or below 130 kW, then there are no
requirements for the used (rebuilt) engine under Annex VI.
3.5.3 Disposal of the Replaced Engine
Our current regulations require the engine manufacturer to take possession of the engine that
is replaced. We are revising this provision to allow the manufacturer to confirm that the engine
has been destroyed instead.
3.6 Other Revisions
3.6.1 Excluded and Exempted Engines (94.904)
We are proposing to add a new provision to Subpart J, Exclusion and Exemption Provisions,
to allow an engine manufacturer to take an action with respect to an exempted or excluded
engine that would otherwise be prohibited, such as selling it. Before the engine manufacturer
can take such an action, the engine must either be certified or modified to make it identical to an
engine that is already covered by a certificate.
3.6.2 Requirements Applicable to Vessel Manufacturers, Owners, and Operators (94.1001)
We are proposing to revise the applicability provisions in Section 94.1001 in Subpart K,
Requirements Applicable to Vessel Manufacturers, Owners, and Operators, to specify that some
of the requirements in that subpart apply to manufacturers, owners, and operators of marine
vessels that contain engines with per-cylinder displacement of at least 2.5 liters.
Currently, the provisions in this subpart apply only to manufacturers, owners, and operators
of marine vessels that contain engines with per-cylinder displacement at or above 30 liters.
17
-------
Draft Technical Support Document
This change is necessary because engines with per-cylinder displacement between 2.5 and 30
liters were erroneously left out of this provision when we extended mandatory Tier 1 standards
to these engines in our 2003 rule for marine diesel engines at or above 30 liters per cylinder.
18
-------
Technical Amendments
Chapter 4: Locomotives (40 CFR part 92)
As summarized in the preamble, we are proposing the following changes to 40 CFR part 92:
§92.1(a)&(d)
§92.2
§92.2
§92.2
§92.114(d)(2)
§92.123(a)(2)(ii)
Table B 124-1
§92.132(d)
§92.203(d)
§92.205(a)&(e),
§92.210(d)(2)&(#),
§92.215(b)
§92.208(a)
§92.210
§92.215(a)(2)(i)(A)
§92.216
§92.212
§92.512(e)
§92.906(a)
§92.1106(a)
Appendix IV to part
92
Add paragraph (d) to clarify that subpart L applies to everyone.
Change "unique" to "specific" in definition of calibration.
Add "manufactured" to paragraph (5) of definition of new locomotive
Add "percent" to definition of repower
Allow lower backpressures
Delete the word "not"
Clarify that 15 minute maximum refers to time after lowest idle setting is reached
Correct equation:
KH= [Cl+C2exp((- .0143)(10.714))]/ [Cl+C2exp((-0.0143)(1000H))]
Correct reference from §92.208 to §92.204.
Correct reference from "subpart" to "part"
Change "in which" to "for which".
Make reference plural in paragraph (b)(l), and add paragraph (b)(2) to clarify that
manufacturers making engine modifications within an engine family must show that
modified engines still meet emission standards.
the
Correct typo in "process"
Delete paragraph (a)(2) to allow the Office of Air and Radiation to represent itself at
hearings.
Correct typo in (b)(2)(v)(G), replace "Locomotive" with "Engine" in (c)(2)(v)(A), and
correct the applicable manufacture date in (c)(2)(v)(D)(2_).
Delete "is made"
Delete "as defined in §92.2".
Correct the penalty for tampering to be based on each engine in violation, as opposed to
each engine and each day.
Correct "13-mode" to "10-mode"
19
-------
Draft Technical Support Document
Chapter 5: Small nonroad spark-ignition engines (40 CFR
part 90)
We have adopted a new approach to define maximum engine power in 40 CFR part 1039 for
nonroad diesel engines for purposes of defining the applicability of standards. This definition
includes a detailed procedure for determining this value. The current approach for Small SI
engines is to rely on a definition of "gross power" that describes generally how to characterize an
engine's maximum power. We request comment on adopting the new definition of maximum
engine power in 40 CFR part 90. This would have the advantage of harmonizing our treatment
of this basic tool to characterize engines and would allow for consistent treatment across
programs.
The regulations for nonroad diesel engines include the following provisions to define
maximum engine power in 40 CFR 1039.140:
(a) An engine configuration's maximum engine power is the maximum brake power point on the
nominal power curve for the engine configuration, as defined in this section. Round the power value
to the nearest whole kilowatt.
(b) The nominal power curve of an engine configuration is the relationship between maximum
available engine brake power and engine speed for an engine, using the mapping procedures of 40
CFR part 1065, based on the manufacturer's design and production specifications for the engine.
This information may also be expressed by a torque curve that relates maximum available engine
torque with engine speed.
(c) The nominal power curve must be within the range of the actual power curves of production
engines considering normal production variability. If after production begins it is determined that
your nominal power curve does not represent production engines, we may require you to amend your
application for certification under §1039.225.
20
-------
Technical Amendments
Chapter 6: Large nonroad spark-ignition engines (40 CFR
part 1048)
We adopted emission standards for Large SI engines in November 2002 (67 FR 68242). The
regulations in 40 CFR part 1048 were our first attempt to draft emission-control regulations in
plain-language format. In the recent final rule for nonroad diesel engines, we went through a
similar process, including extensive interaction with a different set of manufacturers. This
process led us to adopt regulatory provisions in 40 CFR part 1039 that differ from those in part
1048. Since the process of meeting standards, applying for certificates, and complying with
other emission-related requirements has a lot of commonality across programs, we have a strong
interest in adopting consistent provisions and uniform terminology as much as possible. As a
result, we are proposing extensive changes in part 1048 to align with the regulations in part
1039.
Many of the changes we are proposing for part 1048 involve relatively minor wording
differences. Several other changes involve new or revised language to express a regulatory
provision more clearly without changing the underlying policy. There are also some minor
organizational changes to move certain provisions to a different location that better reflects their
relationship to the overall process of certifying engines. We believe it is important to make these
changes to avoid a situation where we unintentionally apply slightly different provisions to
different categories of engines. These changes that are intended to involve no change in policy
are not listed here.F
The following tables highlight many of the specific changes we are proposing to part 1048.
I. Subpart A—Overview and Applicability
Reference
1048.1
1048.5
Proposed Change
We now state that the part 1048 requirements apply to Large SI engines, rather than to the
manufacturers of Large SI engines.
We no longer state that aircraft engines are excluded from emission standards under 40 CFR
part 1048, since we have changed the definition of nonroad engine to clarify that aircraft are
not considered nonroad engines.
F See "Redline Version of 40 CFR Part 1048 Showing Proposed Changes," EPA memo
from Alan Stout to Docket OAR-2004-0017, July 5, 2004.
21
-------
Draft Technical Support Document
II. Subpart B—Emission Standards and Related Requirements
Reference
1048.101(a)
1048.101(g)
1048.105
1048.115(a)
1048.115(g)
1048.120(a)
1048.120(b)
1048.120(c)
1048.120(e)
1048.125(c)
1048.125(g)
1048.125(h)
Proposed Change
In the November 2002 final rule, we excluded engines above 560 kW from transient emission
standards on an interim basis, primarily to defer this decision to the rulemaking for nonroad
diesel engines. Consistent with that rulemaking, we are affirming this decision as a long-term
provision and are accordingly moving it from 1048.145 to 1048.101. These engines must still
design for controlling transient emissions, but are not subject to the transient emission
standards (see 1048.205).
The provision for a shorter useful life now includes provisions to clarify how a manufacturer
can select and support some alternate useful life period. We also identify this as a shorter
useful life in operating hours, not in years. Note that we are requesting comment on additional
changes to this provision, as described in the preamble.
We are exempting marine auxiliary engines from the evaporative emission standards, since we
are separately pursuing evaporative controls for marine systems, which will eventually extend
to fuel systems for both propulsion and auxiliary engines.
Provisions related to controlling crankcase emissions more carefully explain how to account
for crankcase emissions in those cases where manufacturers add crankcase emissions to
measured exhaust emissions.
The prohibition regarding defeat devices originally specified that an emission-control strategy
that is active during testing over the specific duty cycles would not be considered a defeat
device. We have expanded that to include field-testing operation by excluding operation that
occurs during all testing under the procedures of Part 1048, Subpart F.
The scope of the warranty now explicitly includes secondary purchasers to make clear that the
emission-related warranty is fully transferrable throughout the specified warranty period.
Also, the scope of the warranty includes the engine and all its emission-related components.
Warranty periods are clarified: (1) If mechanical warranties are offered without charge, the
emission-related warranty for the corresponding components (or the whole engine, as
applicable) may not be shorter than the mechanical warranty. (2) If manufacturers offer an
extended warranty for an extra charge, the emission-related warranty may not be shorter than
that, but only for those particular engines. (3) We clarify that the warranty period starts when
the engine is first placed into service.
We clarify that the warranty includes components such as catalysts that are manufactured by
another company, even if the component is shipped separately and the certifying manufacturer
never takes possession of those components.
We add a requirement for manufacturers to describe the emission-related warranty provisions
that apply to their engines in the owners manual.
The rule originally allowed for extra maintenance for special situations. We are clarifying this
to point out that manufacturers must make clear to the operator that this additional maintenance
is tied to some special situation.
This provision was originally adopted as § 1048. 120(d). We have modified this to more
carefully track provisions in the Clean Air Act. In particular, this provision now clarifies that
owners must generally pay for scheduled maintenance, with an exception for relatively
expensive parts that have been added to meet emission standards and that are not needed for
proper engine performance.
Consistent with § 1048. 125(g), we now require manufacturers to communicate the owner's
obligations to properly maintain their engines.
22
-------
Technical Amendments
1048.130(d)
We have added a provision allowing manufacturers to communicate installation instructions to
engine installers other than sending a copy of the instructions along with each engine.
Manufacturers would describe in their application for certification that they would, for
example, post their installation instructions on a publicly available web site.
1048.135(c)
We have modified the requirements for the emission control information label: (1) We now
allow manufacturers to apply the corporate name and trademark from another company, (2)
The manufacturing date need not be on the label, as long as the manufacturer keeps records
that allow us to find out the manufacturing date, (3) The maintenance specifications may be
omitted from the label if there is not enough room on the label and the information is instead
printed in the owners manual. (4) Useful life must be included only if it is different than the
default value specified in §1048.101(g).
1048.135(d)
We are adding a provision to specifically allow manufacturers to include additional label
information related to meeting other emission standards, or properly maintaining engines.
1048.135(g)
We are adding a requirement for engine manufacturers to supply duplicate labels to equipment
manufacturers that need them and to keep basic records to document the transactions. We
have already adopted corresponding limits on what equipment manufacturers must do to
properly apply these duplicate labels and prevent abuse, such as proliferation of counterfeit
labels.
1048.139
We are adding a new section that describes more precisely how to determine maximum engine
power. This applies to any provision in the regulations that relates to engine power, such as
the applicability to engines above 19 kW. Maximum engine power values also serve to define
a unique engine configuration (within normal production tolerances). If manufacturers want to
include engines with different values for maximum engine power in an engine family, they
would treat those as separate engine configurations.
1048.140
We are adding a new set of voluntary emission standards that would allow a manufacturer to
qualify for the Blue Sky designation. Some manufacturers have expressed an interest in using
automotive engines in nonroad applications. The additional voluntary standards are intended
to more closely reflect the emission-control potential of a modern automotive engine (light-
duty or heavy-duty) when produced for nonroad applications. We are also interested in
aligning our voluntary standards with those under consideration by the California Air
Resources Board.
1048.145(a)
We are clarifying the provisions related to family banking. For example, we are adding a
requirement that manufacturers start producing early engines by September 1, 2006 to reduce
the compliance burden in 2007. This prevents manufacturers from reducing their burden by
producing engines marginally earlier than is required under the Tier 2 standards. Once a
manufacturer qualifies, all the engines produced before January 1, 2007 would count toward
reducing the Tier 2 compliance burden. We also clarify that the "late" engines would need to
continue to be certified to Tier 1 emission standards, with all the associated requirements.
Finally, we require manufacturers opting into family banking to report at the end of each year
how many "early" or "late" engines they produced in the preceding year.
III. Subpart C—Certifying Engine Families
Reference
1048.201(g)
1048.205(a)
Proposed Change
We are including a clearer statement that we may require manufacturers
to a particular facility for our testing.
to deliver test engines
We are clarifying the direction to describe emission-control systems to require that
manufacturers identify each unique configuration.
23
-------
Draft Technical Support Document
1048.205(b)
1048.205(b)(ll)
1048.205(r)
1048.205(1)
1048.250(b)
We are adding a clarifying note to include part numbers for emission-related components.
This information, which is already commonly included in applications, helps us to manage the
information related to the certified configuration, especially as it relates to running changes in
an engine family.
The instructions for completing the certification application now include detailed items related
to auxiliary emission-control devices. This clarifies the manufacturers' existing responsibility
to describe their emission-control systems.
Consistent with the Tier 4 final rule for nonroad diesel engines, we require manufacturers of
engines above 560 kW to show how they control transient emissions. This gives us an
opportunity in the certification process to ensure that engines are designed with control
strategies that are similar to those for smaller engines and to ensure that engines have no defeat
devices.
In addition to the existing requirement to describe adjustable parameters, we are including a
requirement to describe how the adjustment limits are effective in preventing operators from
making inappropriate adjustments.
We are adding a requirement to keep records related to production figures by separate
assembly plants and lists of engine identification numbers in each engine family.
IV. Subpart D— Production-line Testing
1048.310(g)
Clarify that the maximum testing rate of 1 percent for production-line testing applies only after
testing the minimum number of engines specified.
V. Subpart F—Test Procedures
Reference
Proposed Change
1048.501(a)
We are allowing testing with partial-flow dilute sampling. This approach is generally used for
larger diesel engines, but some laboratories may also be set up to use partial-flow sampling for
Large SI engines.
1048.501(a)
We no longer specify that testing must include measurement of CO2 emissions. However, if
manufacturers use equipment and procedures that require measurement of CO2 emissions, then
this information must be included in the application for certification (see §1048.205).
1048.505
We adopted conventional duty cycles and procedures for steady-state testing in the November
2002 final rule. We are supplementing these procedures with an option to test engines using a
different kind of steady-state testing. Ramped modal cycles incorporate the same testing
modes (in engine speed and load) into a single, continuous sampling period that involves
gradual ramps to transition from one mode to the next. See the related supporting document
for additional explanation of the development of ramped-modal testing.7 We are not requiring
ramped-modal testing instead of conventional discrete-mode testing, since the emission-control
systems on Large SI engines generally do not have technologies that are time-sensitive (such
as aftertreatment devices that undergo regeneration events), nor are emission levels so low that
it is difficult to get accurate measurements over relatively short sampling periods.
7 Final Regulatory Impact Analysis: Control of Emissions from Nonroad Diesel Engines,
U.S. EPA, May 2004, EPA420-R-04-Oxx (Docket OAR-2004-0017-OOxx).
24
-------
Technical Amendments
VI. Subpart G—Compliance Provisions
Reference
1048.605
1048.610
1048.625
1048.630
1048.635
Proposed Change
We have made changes to this section to clarify the responsibilities of the original
manufacturer of the engine and that of the "engine dressing" company. We also clarify the
ABT responsibilities relative to engines or vehicles that are certified under the motor-vehicle
program and used in nonroad applications.
This section includes the same changes made in 1048.605 and adds a criterion such that adding
500 pounds to the weight of the vehicle is considered to be a substantial change to the engine.
This is consistent with the approach we have taken in guidance documents under current
regulations. The requirement to avoid changing the emission-control system now includes the
refueling controls, since the vehicle is being used in nonroad service in its certified
configuration; no engine installation is required.
Provisions related to engines burning noncommercial fuels have been modified to clarify the
engine manufacturer's responsibilities under this section. We have also modified the definition
of noncommercial fuel to include fuel that is, for example, captured from an oil well and sold
without processing the fuel to conform to any standardized specifications for commercial fuels.
We are adding provisions describing a process by which manufacturers may produce engines
that will be used solely for competition. These are consistent with provisions we have adopted
for nonroad diesel engines.
We are adding provisions that will allow manufacturers to place another company's brand
name on the emission control information label. This is consistent with provisions we have
adopted for nonroad diesel engines.
VII. Subpart I—Definitions and Other Reference Information
Reference
1048.801
1048.801
1048.801
1048.801
1048.820
Proposed Change
Brake power: We are revising the definition to focus on power required to fuel, lubricate, heat,
and cool the engine, rather than on the components that do these things. This is necessary to
address the ambiguity that would result from a single component such as a heat exchanger that
cools the engine in addition to providing cooling for other purposes.
We are revising the definition for constant-speed engines to clarify the that there are two
distinct types of constant-speed governing. We also differentiate between constant-speed
engines (certified using constant-speed duty cycles) and constant-speed operation (any kind of
engine operation that is governed to stay at a constant-speed). This distinction is necessary
because some engines that are not restricted to constant-speed certification may be installed in
constant-speed applications.
Noncommercial fuel: We have broadened this definition slightly to allow naturally emitted
gases (such as from a landfill) to continue to be noncommercial fuels even if they are sold to an
operator, as long as the product is not modified or processed in a way that would allow it to
meet applicable standards for commercial fuels.
Round: We are changing our rounding specification from ASTM E29 to NIST Special
Publication 811. Our understanding is that these two publications have equivalent
specifications.
We are revising these provisions to clarify that we handle confidential information that we
gather from manufacturers during inspections the same way that we handle what
manufacturers send to us.
25
-------
Draft Technical Support Document
1048.825
We are adding details to better define the process for requesting hearings under part 1048. For
example, manufacturers would need to send a written request within 30 days of an EPA
judgment. Also, we would limit hearings to substantial factual issues. These are consistent
with longstanding regulatory provisions from other programs.
26
-------
Technical Amendments
Chapter 7: Recreational vehicles (40 CFR part 1051)
We are considering several adjustments to the test procedures, definitions, and other
provisions related to the emission-control program for recreational vehicles.
1. Evaporative Emission Family Definition
Manufacturers certify their fuel systems by grouping them into emission families that have
similar emission characteristics. The emission family definition is fundamental to the
certification process and to a large degree determines the amount of testing required for
certification. In the preamble for recreational vehicle FRM (67 FR 68242, November 8, 2002),
we stated that "the regulations include specific characteristics for grouping emission families for
each category of tanks and hoses. For fuel tanks, key parameters include wall thickness, material
used (including additives such as pigments, plasticizers, and UV inhibitors), and the emission-
control strategy applied. For hoses, key parameters include material, wall thickness, and
emission-control strategy applied."
However, the regulatory text simply states "evaporative emission controls" as a subset of the
engine family without detailing specific characteristics. We are proposing to modify
§1051.230(b)(8) to include the key parameters discussed above. Types of evaporative emission
controls include, but would not be limited to, permeation barriers, surface treatments, and barrier
platelets (i.e. Selar®).
In addition we are restructuring this section to distinguish between exhaust and evaporative
emission families. Currently, the regulations state that "you may ask us to create separate
families for exhaust emissions and evaporative emissions." We are proposing that the primary
approach be to have separate exhaust and evaporative emission families with the option for the
manufacturer to combine these families into a single emission family.
2. Sealing the Fuel Tank During Permeation Testing
§1051.515 of the regulations specifies that the fuel tank must be sealed during the
preconditioning fuel soak and permeation test. In §1051.515(a)(5), we expanded on how a tank
may be sealed by stating: "Seal the fuel tank using nonpermeable fittings, such as metal or
Teflon™." This statement, as it is written, has led to some confusion. One manufacturer was
under the impression that they could seal all openings in the fuel tank with metal fittings
including those openings that would be sealed in some other way in production vehicles.
However, the intent of this statement was only to allow nonpermeable plugs in openings that
would not normally be sealed such as hose connection fittings. In the case where a fuel cap
directly mounted to the fuel tank, the production fuel cap (including gaskets) would have to be
used during a permeation test. The inside surface area of the fuel cap would be included in the
27
-------
Draft Technical Support Document
calculation of total tank surface area. However, if there is a vent hole in the fuel cap, the vent
hole could be sealed using a nonpermeable plug.
We are proposing to modify §1051.515(a)(5) to read: "Seal the fuel tank using fuel caps and
other fittings that would be used to seal openings in a production fuel tank. In the case where
openings are not normally sealed on the fuel tank (such as hose connection fittings and vents in
fuel caps), these openings may be sealed using nonpermeable fittings such as metal or
fluoropolymer plugs."
In addition, we are proposing to include a clarification in the definition of fuel system that
states: "In the case where the fuel tank cap or other components (excluding fuel lines) are
directly mounted on the fuel tank, they are considered to be a part of the fuel tank."
3. Definition of fuel lines
The fuel system hose permeation regulations refer to "fuel lines" without providing a
definition of what fuel lines are. The intent of the permeation standards is to prevent
hydrocarbons from permeating through the walls of the fuel system. This permeation occurs at
the same rate for materials exposed to saturated fuel vapor as it does for materials exposed to
fuel.8'9'10'11 Therefore the intent of the permeation standards was to include all hose and tubing in
the fuel system that carries fuel or fuel vapor. To clarify this point we are proposing to add a
definition of fuel lines that reads as follows: "fuel line means all hoses or tubing containing
either liquid fuel or fuel vapor including fuel delivery hose to the engine, fuel lines on the
engine, fill neck hose, hose connecting dual fuel tanks, and hose connecting a fuel tank to a
carbon canister."
4. Timing of the permeation test run
The fuel tank permeation test currently includes a soak period on gasoline blended with 10%
ethanol (E10). The purpose of this soak is to stabilize the permeation rate of the fuel through the
fuel tank. E10 is used because it generally represents the worst case for fuel that is commonly
8Tuckner, P., Baker, J., "Fuel Permeation Testing using Gravimetric Methods," SAE
Paper 2000-01-1096, 2000, Docket A-2000-01, Document IV-A-96.
, M., Olejnik, A., Samus, M., Fead, E., Rossi, G., "Fuel Permeation Performance
of Polymeric Materials," SAE Paper 2001-01-1999, 2001, Docket A-2000-01, Document IV- A-
23.
10Stevens, M., Demorest, R., "Fuel Permeation Analysis Method Correction," SAE Paper
1999-01-0376, 1999, Docket A-2000-02, Document IV-A-03.
nLockhart, M., Nulman, M., Rossi, G., "Estimating Real Time Diurnal Permeation from
Constant Temperature Measurements," SAE Paper 2001-01-0730, Docket A-2000-01, Document
IV-A-21.
28
-------
Technical Amendments
used by in-use vehicles. After the soak, the fuel tank is drained and refilled with fresh fuel prior
to the permeation weight loss test. The intent is to begin the test as soon as the fuel in the tank
reaches the test temperature. However, the current regulations to not specify the allowable
period between the fuel soak and the permeation test run. We are proposing to require the
permeation test run to begin within eight hours of fueling the tank. This should provide ample
time for the fuel to stabilize within the test temperature range.
The length of the test run as described in the preamble is two weeks. This was determined to
be ample time for the weight loss to be large enough for an accurate measurement to be made on
a fuel tank meeting the permeation standards. In the regulations, we specify a range of 2 to 4
weeks using good engineering judgement based on the permeation rate. The intent of this is to
allow more time for tests on very low permeating fuel tanks to gain a large enough weight loss to
make an accurate measurement. To provide clarification on the appropriate test length, we
propose to update the regulations to more clearly define when a 4 week test may be used.
The concern with the above timing issues is two-fold. First, if the fuel in the tank would sit
long enough before the first measurement (or even during an overly long weight loss test),
"weathering" of the fuel could reduce the measured permeation rate. Weathering refers to the
evaporation of lighter hydrocarbons in the fuel resulting in a less volatile fuel. In this case, the
fuel during the test could end up having a significantly lower Reid vapor pressure (RVP) than is
specified in the regulations.
The second concern with the timing of the permeation testing is related to the effects on
ethanol on a fuel system. When the fuel tank is soaked using E10, the ethanol in the fuel can
temporarily change the structure of the polymers used to construct the fuel tank. This change in
structure increases the permeation rate through most materials. The fuel permeation test run
itself can be performed using either gasoline or E10. We anticipated that either fuel would
produce the same permeation results because, even if gasoline were used, the effects of the
ethanol fuel soak would not be reversed in the short time needed to perform the weight loss test.
Clearly, if the fuel tank were allowed to soak too long with gasoline during the permeation test,
the effects of the ethanol soak would be reversed and the measured emissions could be
underestimated.
To provide further assurance that the effects of the ethanol soak are included in the
permeation test, we are proposing another requirement for fuel tanks tested for permeation on
gasoline. Weight measurements of the fuel tank would be made daily. In this case, daily means
five days per week to allow for weekends. The daily weight loss would be plotted versus time to
determine if a linear relationship was observed. We would expect that if the ethanol effects were
to begin to reverse, that the slope of the weight loss line would flatten. If a linear relationship
(minimum R-squared of 0.8) was not seen through the entire permeation test run, the test would
be void. To avoid the issue of fuel effects on the permeation rate, EPA would likely perform any
confirmatory tests using E10 fuel.
29
-------
Draft Technical Support Document
5. Phase-In for Youth ATV and Off-Highway Motorcycle Models
It was our intention in the recreational vehicle regulations to include youth ATV and off-
highway motorcycle models to be counted in the phase-in percentage requirements for ATVs and
off-highway motorcycles. Therefore, we are proposing language to clarify that ATVs with a
total displacement of 100 cc or less and off-highway motorcycles with a total displacement of 70
cc or less will count in the phase-in (percentage) requirements of §1051.105.
6. CO Maximum PEL for ATVs
For standards that allow averaging, EPA has traditionally set a maximum allowable family
emission limit (FEL) to ensure that manufacturers won't establish FELs that unneccesarily
exceed the standard. Table 1 of §1051.107, which lists the exhaust emission standards for
ATVs, lists a maximum allowable family emission limit of 50 g/km for the CO standard.
However, since there is not an option for CO averaging for ATVs, there is no need for a
maximum allowable family emission limit. We are therefore proposing to remove the FEL cap
of 50 g/km from Table 1.
7. Emissions-Related Warranty Period
The language in §1051.120(b) states "the emission-related warranty period must be valid for
at least 50 percent of the vehicles minimum useful life in kilometers.." However, many
recreational vehicles are equipped with hourmeters instead of odometers. Therefore it makes
sense to add "hours of engine operation" to §1051.120(b).
8. NER Equations
The recreational vehicle rule requires manufacturers to label all of their certified vehicles
with a removable hang-tag showing its emission characteristics relative to other models. In lieu
of providing certification emission levels on the tag, manufacturers are required to calculate and
provide a normalized emission rate (NER). § 1051.135(g) requires manufacturers to round the
NER to the nearest whole number. However, we believe that it would be more appropriate and
equitable to round to one decimal place instead. We are therefore proposing to modify
§ 1051.135(g) to allow rounding to one decimal place rather than to the nearest whole number.
We are also proposing two additional equations for engines under 225 cc that are certified to
g/kW-hr standards. The first equation is an interim provision for engines under 225 cc that are
certified under §1051.145(b). The proposed equation is similar to the existing equation that will
continue to apply to larger engines certified under §1051.145(b), but accounts for the higher
standards that apply to engines under 225 cc. The second equations would apply to ATV
engines under 100 cc that are certified under §1051.615. This equation was previously
described in the
30
-------
Technical Amendments
Regulatory Support Document for the recreational vehicle final rule.12
9. Useful Life for Youth ATV and Off-Highway Motorcycle Models
§1051.105(c) and §1051.107(c) state that "..ATVs and off-highway motorcycles must meet a
minimum useful life of 10,000 kilometers, 1000 hours of operation, or five years, whichever
comes first." The Motorcycle Industry Council (MIC) provided us with survey data that
indicates that for off-highway motorcycles with a displacement less than 70 cc and ATVs with a
displacement less than 100 cc, the minimum useful life should be half of that for the larger
displacement models. We are therefore proposing to change the minimum useful life for these
youth models to 5,000 kilometers and 500 hours.
10. Raw Gas Sampling Provisions
In the preamble of the final rule adopting standards for recreational vehicles, we described
our intent to allow all ATVs certifying to the J1088 cycle to use raw gas sampling. However,
through oversight, this provision did not appear in the regulations. We are therefore proposing
to adopt the intended provision allowing all ATVs certifying to J1088 to use the raw gas
sampling provisions of Part 91 for engine testing through the 2008 model year. ATVs under 100
cc and off-highway motorcycles under 70 cc certifying using J1088 may continue to use raw gas
sampling through the 2010 model year after which time they must provide data and an analysis
which demonstrates emissions equivalence between the raw gas and dilute sampling methods.
11. Engine Test Speed
The International Snowmobile Manufacturers Association (ISMA) and the Motorcycle
Industry Council (MIC) have both stated that due to the nature of how snowmobiles and ATVs
operate, §1065.515(d) which describes how to determine "maximum test speed," is inappropriate
and overly burdensome. They have suggested language that significantly reduces the number of
steps involved in determining maximum test speed. ISMA has suggested the following
language: "Maximum test speed for snowmobile testing is the maximum steady speed of the
installed engine during normal in-use operation at wide-open throttle." MIC suggested the
following language: "For constant-speed engines, maximum test speed is the same as the
engine's maximum operating speed in use. For variable-speed engines, maximum test speed is
the vehicle's rated speed, where rated speed is the point at which the engine's peak power
occurs." Rather than the specific wording recommended, we are proposing a more general
approach that allows manufacturers to test engines from recreational vehicles based on an
engine's maximum power if that better represents in-use operation. We request comment on the
appropriateness of this proposed provision.
12 Final Regulatory Support Document: Control of Emissions from Unregulated Nonroad
Engines, EPA420-R-02-022, September 2002.
-------
Draft Technical Support Document
12. Low-speed ATVs
There are two types of vehicles that meet the definition of all-terrain vehicle. First,
traditional ATV models have four wheels, a single seat straddled by the rider and handlebars.
We also define other vehicles to be all-terrain vehicles if they are designed for operation over
rough terrain. However, we exclude rough-terrain vehicles if they meet certain criteria as utility
vehicles. Manufacturers have raised the concern that they produce low-speed models that would
meet the second meaning of the definition for all-terrain vehicle. The engine technology and
vehicle operation, however, are much more like that for Small SI engines covered under 40 CFR
part 90. To address this, we are proposing to set a threshold to qualify as an all-terrain vehicle
under this second meaning of the definition. Any such vehicles with maximum speed below 25
miles per hour would not be considered an all-terrain vehicle and would therefore be subject to
emission standards under 40 CFR part 90. We request comment on this approach to revising the
definition for all-terrain vehicles.
13. Ramped-modal Testing
As described in Chapter 1, we have developed a testing method that simplifies steady-state
emission measurements. Ramped-modal procedures combine the several discrete modes into a
defined sequence of operation with a fixed amount of time in each mode to capture the
appropriate weighting factor for individual modes. Emissions are measured continuously during
engine operation, so there is a single measurement to quantify, rather than separately measuring
emissions from each mode and mathematically determining the overall brake-specific emission
level. We have proposed this testing method either as a required method or an alternative
method for several other engine types. This approach may also be appropriate for the steady-
state testing cycles specified for snowmobiles and youth-model ATVs and off-highway
motorcycles. We are requesting comment on allowing manufacturers to choose between
ramped-modal testing and the conventional approach with discrete-mode testing.
The following tables show how we would convert the existing steady-state duty cycles in
part 1051 to ramped-modal cycles.
Ramped-modal Cycle for Testing Snowmobiles (§1051.505)
RMC Mode
la Steady-state
Ib Transition
2a Steady -state
2b Transition
3a Steady-state
3b Transition
4a Steady -state
4b Transition
5a Steady -state
5b Transition
6 Steady -state
Time in Mode
27
20
121
20
347
20
305
20
272
20
28
Speed (percent)
Warm Idle
Linear Transition
100
Linear Transition
65
Linear Transition
85
Linear Transition
75
Linear Transition
Warm Idle
Torque (percent)
0
Linear Transition
100
Linear Transition
19
Linear Transition
51
Linear Transition
33
Linear Transition
0
32
-------
Technical Amendments
Percent speed is percent of maximum test speed.
Advance from one mode to the next within a 20-second transition phase. During the
transition phase, command a linear progression from the torque setting of the current
mode to the torque setting of the next mode.
Percent torque is percent of maximum test torque at maximum test speed.
Ramped-modal Cycle for Testing Recreational Engines (§1051.615)
RMC
Mode
la Steady -state
Ib Transition
2a Steady -state
2b Transition
3 a Steady -state
3b Transition
4a Steady -state
4b Transition
5a Steady-state
5b Transition
6a Steady -state
6b Transition
Time
41
20
135
20
112
20
337
20
518
20
494
20
Speed
(percent) 1>2
Warm Idle
Linear Transition
85
85
85
85
85
85
85
85
85
Linear Transition
Torque
(percent) 2'3
0
Linear Transition
100
Linear Transition
10
Linear Transition
75
Linear Transition
25
Linear Transition
50
Linear Transition
7 Steady-state 43 Warm Idle
Percent speed is percent of maximum test speed.
Advance from one mode to the next within a 20-second transition phase.
During the transition phase, command a linear progression from the torque
setting of the current mode to the torque setting of the next mode.
Percent torque is percent of maximum test torque at the commanded test speed.
14. Other Changes
We adopted emission standards for recreational vehicles in November 2002 (67 FR 68242).
The regulations in 40 CFR part 1051 were our first attempt to draft emission-control regulations
in plain-language format. In the recent final rule for nonroad diesel engines, we went through a
similar process, including extensive interaction with a different set of manufacturers. This
process led us to adopt regulatory provisions in 40 CFR part 1039 that differ from those in part
1051. Since the process of meeting standards, applying for certificates, and complying with
other emission-related requirements has a lot of commonality across programs, we have a strong
interest in adopting consistent provisions and uniform terminology as much as possible. As a
result, we are proposing extensive changes in part 1051 to align with the regulations in part
1039.
Many of the changes we are proposing for part 1051 involve relatively minor wording
differences. Several other changes involve new or revised language to express a regulatory
provision more clearly without changing the underlying policy. There are also some minor
33
-------
Draft Technical Support Document
organizational changes to move certain provisions to a different location that better reflects their
relationship to the overall process of certifying engines. We believe it is important to make these
changes to avoid a situation where we unintentionally apply slightly different provisions to
different categories of engines. These changes that are intended to involve no change in policy
are not listed here.13
The following tables highlight many of the specific changes we are proposing to part 1051.
I. Subpart A—Overview and Applicability
Reference
1051.1
Proposed Change
We now state that the part 1051 requirements apply
manufacturers of recreational vehicles.
to recreational vehicles,
rather than to the
II. Subpart B—Emission Standards and Related Requirements
Reference
1051.120(a)
1051.120(b)
1051.120(c)
1051.120(e)
1051.125(c)
1051.125(g)
1051.125(h)
Proposed Change
The scope of the warranty now explicitly includes secondary purchasers to make clear that the
emission-related warranty is fully transferrable throughout the specified warranty period.
Also, the scope of the warranty includes the engine and all its emission-related components.
Warranty periods are clarified: (1) If mechanical warranties are offered without charge, the
emission-related warranty for the corresponding components (or the whole engine, as
applicable) may not be shorter than the mechanical warranty. (2) If manufacturers offer an
extended warranty for an extra charge, the emission-related warranty may not be shorter than
that, but only for those particular engines. (3) We clarify that the warranty period starts when
the engine is first placed into service.
We clarify that the warranty includes components such as catalysts that are manufactured by
another company, even if the component is shipped separately and the certifying manufacturer
never takes possession of those components.
We add a requirement for manufacturers to describe the emission-related warranty provisions
that apply to their engines in the owners manual.
The rule originally allowed for extra maintenance for special situations. We are clarifying this
to point out that manufacturers must make clear to the operator that this additional maintenance
is tied to some special situation.
This provision was originally adopted as § 105 1 . 120(d). We have modified this to more
carefully track provisions in the Clean Air Act. In particular, this provision now clarifies that
owners must generally pay for scheduled maintenance, with an exception for relatively
expensive parts that have been added to meet emission standards and that are not needed for
proper engine performance.
Consistent with § 105 1 . 125(g), we now require manufacturers to communicate the owner's
obligations to properly maintain their engines.
13 See "Redline Version of 40 CFR Part 1051 Showing Proposed Changes," EPA memo
from Alan Stout to Docket OAR-2004-0017, July 5, 2004.
34
-------
Technical Amendments
1051.130(d)
1051.135(c)
1051.135(d)
1051.135(g)
1051.145(c)
We have added a provision allowing manufacturers to communicate installation instructions to
engine installers other than sending a copy of the instructions along with each engine.
Manufacturers would describe in their application for certification that they would, for
example, post their installation instructions on a publicly available web site.
We have modified the requirements for the emission control information label: (1) We now
allow manufacturers to apply the corporate name and trademark from another company, (2)
The manufacturing date need not be on the label, as long as the manufacturer keeps records
that allow us to find out the manufacturing date, or stamp the date on the engine and print it in
the owners manual, (3) Only the exhaust emissions must be printed on the label.
We are adding a provision to specifically allow manufacturers to include additional label
information related to meeting other emission standards, or properly maintaining engines.
We are adding a requirement for engine manufacturers to supply duplicate labels to equipment
manufacturers that need them and to keep basic records to document the transactions. We
have already adopted corresponding limits on what equipment manufacturers must do to
properly apply these duplicate labels and prevent abuse, such as proliferation of counterfeit
labels.
We are correcting the provision related to waived production-line testing for engines that do
not generate or use ABT credits; the corrected language refers to all the different emission
standards to which this applies.
III. Subpart C—Certifying Engine Families
Reference
1051.201(g)
1051.205(a)
1051.205(b)
1051.205(b)(ll)
1051.205(k)
1051.205(1)
1051.250(b)
Proposed Change
We are including a clearer statement that we may require manufacturers to deliver test engines
to a particular facility for our testing.
We are clarifying the direction to describe emission-control systems to require that
manufacturers identify each unique configuration.
We are adding a clarifying note to include part numbers for emission-related components.
This information, which is already commonly included in applications, helps us to manage the
information related to the certified configuration, especially as it relates to running changes in
an engine family.
The instructions for completing the certification application now include detailed items related
to auxiliary emission-control devices. This clarifies the manufacturers' existing responsibility
to describe their emission-control systems.
Add a requirement to include the hang-tag label with normalized emission rates in the
application for certification.
In addition to the existing requirement to describe adjustable parameters, we are including a
requirement to describe how the adjustment limits are effective in preventing operators from
making inappropriate adjustments.
We are adding a requirement to keep records related to production figures by separate
assembly plants and lists of engine identification numbers in each engine family.
35
-------
Draft Technical Support Document
IV. Subpart D—Testing Production-Line Engines
Reference
1051.310(g)
1051.345
Proposed Change
Clarify that the maximum testing rate of 1 percent for production-line testing applies only after
testing the minimum number of engines specified.
Change reporting requirements based on calendar quarters to refer instead to the test period.
This addresses small-volume families for which the test period is the full model year.
V. Subpart F—Test Procedures
Reference
1051.501(a)
1051.520
Proposed Change
We no longer specify that testing must include measurement of CO2 emissions. However, if
manufacturers use equipment and procedures that require measurement of CO2 emissions, then
this information must be included in the application for certification (see §1051.205).
The provisions that were adopted under this section are now included under §1051.243.
VI. Subpart G—Compliance Provisions
Reference
1051.605
1051.610
1051.635
Proposed Change
We have made changes to this section to clarify the responsibilities of the original
manufacturer of the engine and that of the "engine dressing" company. We also clarify the
ABT responsibilities relative to engines or vehicles that are certified under the motor-vehicle
program and used in recreational vehicles.
This section includes the same changes made in 1051.605 and adds a criterion such that adding
500 pounds to the weight of the vehicle is considered to be a substantial change to the engine.
This is consistent with the approach we have taken in guidance documents under current
regulations. The requirement to avoid changing the emission-control system now includes the
refueling controls, since the vehicle is being used in nonroad service in its certified
configuration; no engine installation is required.
We are adding provisions that will allow manufacturers to place another company's brand
name on the emission control information label. This is consistent with provisions we have
adopted for nonroad diesel engines.
VI. Subpart H—ABT Provisions
Reference
1051.701
1051.705
1051.710
1051.715
Proposed Change
We clarify the limits on using emission credits across families and model years
relates to noncompliant engines.
, especially as it
We clarify the process for reconciling the balance of emission credits at the end of the model
year.
We clarify the process for banking emission credits and using banked emission
credits.
We clarify the process for trading emission credits.
36
-------
Technical Amendments
1051.725-735
1051.745
We clarify the requirements for sending us ABT-related information in the application for
certification and the end-of-year report, and for keeping such records.
We clarify the legal liabilities associated with using ABT provisions to comply with emission
standards.
VII. Subpart I—Definitions and Other Reference Information
Reference
1051.801
1051.801
1051.820
1051.825
Proposed Change
Brake power: We are revising the definition to focus on power required to fuel, lubricate, heat,
and cool the engine, rather than on the components that do these things. This is necessary to
address the ambiguity that would result from a single component such as a heat exchanger that
cools the engine in addition to providing cooling for other purposes.
Round: We are changing our rounding specification from ASTM E29 to NIST Special
Publication 811. Our understanding is that these two publications have equivalent
specifications.
We are revising these provisions to clarify that we handle confidential information that we
gather from manufacturers during inspections the same way that we handle what
manufacturers send us.
We are adding details to better define the process for requesting hearings under part 105 1 . For
example, manufacturers would need to send a written request within 30 days of an EPA
judgment. Also, we would limit hearings to substantial factual issues. These are consistent
with longstanding regulatory provisions from other programs.
37
-------
Draft Technical Support Document
Chapter 8: Test Procedures (40 CFR part 1065)
The following tables describe the changes we are proposing for 40 CFR part 1065. The table
entries generally describe the background and rationale for provisions we are adopting. We also
cite the source of many of these provisions, including other parts of the Code of Federal
Regulations and the standards adopted by the International Organization for Standardization
(ISO).
Subpart A- Applicability and General Provisions
§1065.1 Applicability
Reference
Description
Source
(a) and (b)
We broadened applicability of Part 1065 to include Model year 2008
and later heavy-duty highway engines we regulate under 40 CFR Part
86. For model years 2006 and 2007, manufacturers may use the test
procedures in this part or those specified in 40 CFR Part 86, Subpart
N.
§1065.2 Statements in applications and approvals
Reference
Description
We reiterated anyone's obligation to report truthful information to us
and to reiterate our treatment of confidential business information.
Source
§1068.101
§1068.10
§1065.5 Overview and relationship to standard setting parts
Reference
(a)
Description
We revised the list of information needed from standard setting parts to
conduct emissions testing according to this part. We revised the list to
reflect a broader set of field testing requirements among the standard
setting parts.
Source
§1065.10 Other procedures
Reference
(c)(3)
Description
We provided guidance on how to gradually update your test
procedures to eventually comply with Part 1065 based on §86.1306-
07(c)(3).
Source
§86.1306-07(c)
38
-------
Technical Amendments
§1065.12 Approval of alternate procedures
Reference
Description
We incorporated and revised text from §86. 1306-07 (d). We revised
§86.1306-07(d) text to provide additional guidance on how to use
statistical tests and how to use the statistics for field testing/3'
Source
§86.1306-07(d)
§ 1065. 15 Overview of procedures for lab and field testing
Reference
(c)(l)
(c)(2)
(c)(3)
Description
We described lab testing and field testing in a similar context.
We described engine operation during lab and field testing.
We allowed both continuous and batch (e.g. bag, PM filter) sampling
of emissions. In Part 1065 we incorporate specifications in Part 86,
Part 89, and ISO 8 178.
We allowed work determination via chemical balances of fuel and
exhaust. This enables field testing without a direct torque
measurement and without a flow measurement that is accurate to flow,
but only linearly proportional to flow.
Source
40CFRPart86
40CFRPart89
ISO 8178
§1065.20 Units of measure and overview of calculations.
Reference
Description
Source
(a)
We adopted the international system of units (SI) for all calculations.
We revised Part 1065 to comply with a federal agency requirement to
adopt SI.
15CFR1170
(a)
We adopted a molar basis for calculating ideal gas flows, which
includes intake air, dilution air and raw and diluted exhaust. We
deleted the volume and mass bases to eliminate the associated
confusion from different datums of standard pressure and standard
temperature.
(f)
We revised equipment and measurement instrument specifications in
Part 1065 to scale with our emissions standards and with the power of
your engine. We revised these specifications to enable Part 1065 to be
applicable across a wide range of emissions standards and engine
sizes.
§1065.25 Recordkeeping
Reference
Description
We added a minimum 1-year requirement to keep records, which may
be superceded by requirements in the standard-setting part.
Source
39
-------
Draft Technical Support Document
Subpart B- Equipment Specifications
§1065.101 Overview
Reference
Description
We revised this subpart to only describe equipment specifications. We
described measurement instrument specifications in their own subpart:
Subpart C.
Source
§ 1065. 1 10 Dynamometers and operator demand.
Reference
(a)
(b)
Description
We revised dynamometer specifications for different applications,
including duty cycles with motoring commands. We broadened
specifications for standard setting parts that have motoring in their
duty cycles.
We described of how to control engine operator demand (e.g. throttle)
to help ensure representative testing in the lab.
Source
§86.1308
§89.306
ISO 8178-1
§7.2
§ 1065. 120 Fuels and fuel temperature and pressure
Reference
(b)
Description
We allowed manufacturers to specify the fuel temperature and pressure
to the engine to help ensure representative testing in the lab.
Source
ISO 8178-1
§6
§1065.122 Engine fluids, heat rejection, and engine accessories
Reference
(c)
Description
We described how to use engine accessories and how to account for
power to those accessories.
Source
§86.1327-98
8178-11 §5.3
§1065.125 Engine intake air
Reference
(b)
(c)
(d)
Description
We allowed emissions testing with a production intake air system to
help ensure representative testing in the lab.
We allowed use of a central barometer within 1 % of pressure at
engine, instead of 0. 1 % in §86. 1344(e)(4), which is overly stringent
considering exhaust conditions are only held within 1 % of barometric
(e.g. within 4 inches of water column).
We allowed engine manufacturers to specify a range of intake
restriction, noting manufacturers' liability up to the maximum
allowable restriction.
We allowed the use of coolant as cool as 25 °C.
We required the use of a cooler with a typical charge air volume to
help ensure representative testing in the lab.
Source
§86.1344(e)(4)
8178-11 §5.2
40
-------
Technical Amendments
§1065.130 Engine exhaust
Reference
(a) through (d)
(e)
(f)
(g)
Description
We scaled the exhaust system material, design, and component
specifications in Part 86 Subpart N to enable Part 1065 to be applicable
across a wide range of engine powers.
We allowed forced aftertreatment cool-down based on guidance we
issued in the past (1), (2).
We allowed engine manufacturers to specify a range of exhaust
restriction, noting manufacturers' liability up to the maximum
allowable restriction.
We added specifications on how to route open crankcase emissions to
accommodate standard setting parts that require open crankcase
emissions measurements.
Source
CFR 86 Subpart N
§86.1335-90
§ 1065.140 Dilution for gases and PM.
Reference
(a)
(b)(l)
(c)
(d)
(e)
Description
We adopted a minimum dilution air temperature of 15 C from
§86.1310-2007.(3)
We recommended HEPA filtration, and we limited PM background if
HEP A filtration is not used to improve PM measurement repeatability.
We revised the CVS specifications, which we based on §86. 13 10-
2007, to scale across a broad range of engine powers to enable Part
1065 to be applicable across abroad range of engine powers.
We allowed constant-dilution ratio partial flow dilution samplers such
as CVS secondary dilution systems. Previously we allowed this
according to §86. 13 10-2007. We also allowed varying dilution ratio
samplers for gaseous emissions, such as bag mini-diluters. We only
allowed varying dilution ratio PFD systems for PM measurement as an
alternate procedure, where we required prior approval from us
according to §1065.10 and §1065.12.
We specified temperature control during PM sampling the same as we
specified in 86. 1310-2007.®
Source
§86.1310-2007
§86.1310-2007
§86.1310-2007
§86.1310-2007
§86.1310-2007
§1065.145 Gaseous and PM probes, transfer lines, and sample conditioning components
Reference
(b)
Description
We defined a probe as only that section of a sampling system inside
the raw or dilute exhaust duct. Note that this is a change from some of
our other regulations where we allowed up to 1 meter of transfer line to
be considered part of the probe.
Source
41
-------
Draft Technical Support Document
(b)
(b)
(c)
(d)
We allowed single port or multiport probes oriented in any direction
for gaseous emissions sampling. Note that this is a change from some
of our other regulations where we required certain probes and
orientations for gas sampling. We allowed a wider variety of probes.
because gas sampling is insensitive to the previous specifications.
We required a more prescriptive design and orientation of for PM
probes to ensure proper PM sampling.
We recommended how to install transfer lines, and we specified
materials and temperatures of transfer lines based on §86.1310-2007,
which were for diesel emissions sampling. We extended these
specifications to include some spark-ignition engines.®
We allowed sample conditioning components in-line with transfer
lines based on §86.1310-2007.(3)
§86.1310-2007
§86.1310-2007
§1065.170 Batch sampling for gaseous and PM constituents
Reference
(a) and (b)
(c)
(c)
Description
We allowed gaseous batch sampling (e.g. bag sampling) based on Part
86 subpart B, and we revised batch sampling to include high
temperature batch sampling (i.e. 191 C) based on 86. 13 10-2007.(3)
We required the same PM sample media (i.e filters) that we required in
86. 13 10-2007. In addition we required a more prescriptive filter
specification for standards below 0.05 g/kW-hr. We required this to
prevent gas-phase hydrocarbon adsorption onto the PM sample media,
which would cause an incorrect result.(3)
We added PM sample media and PM batch sampling specifications
basedon86.1310-2007.(3)
Source
40 CFR Part 86
Subpart B
§86.1310-2007
§86.1310-2007
§86.1310-2007
§1065.190 PM stabilization and weighing environments for gravimetric analysis
Reference
(b)
(c)
(d)
Description
We added PM stabilization and weighing environmental specifications
basedon§86.1312-2007.(3)
We revised our recommended clean room specification from an
obsolete federal standard to an ISO standard. We reduced the
stringency of this recommendation by an order of magnitude to reflect
best practices. We recommend deviating from the ISO standard to
control air velocities near a balance.
We adopted §86.1312-2007 specifications for temperature and
humidity, and we added guidance on humidity control as a function of
sulfuric acid in PM.®
We adopted §86.1312-2007 specifications for temperature and
humidity monitoring, but we are less prescriptive on the averaging of
these parameters to allow for other acceptable system designs.®
Source
§86.1312-2007
§86.1312-2007
§86.1312-2007
§86.1312-2007
42
-------
Technical Amendments
(e) and (f)
We adopted §86.1312-2007 specifications for balance installation and
balance accessories and tools. We added recommendations based on
previous guidance we issued to engine manufacturers. (1), (2)
§86.1312-2007
§ 1065.195 PM stabilization environment for in-situ analyzers
Reference
Description
Source
We described the stabilization environment for in-situ PM analyzers,
based on §86.1312 for gravimetric balances.® We expected that these
instruments are likely to be used for field-testing PM measurement.
§86.1312-2007
(b)
We required HEPA filtration of equilibration air based on §86.1310.(3)
§86.1310-2007
(c)
We adopted a (42 to 52) °C equilibration temperature range to align in-
situ PM measurement temperature with the PM sampling temperature
in §86.1310-2007.(3) We adopted this temperature range to ensure fast
equilibration and measurement in-situ. We added guidance on
humidity control as a function of sulfuric acid in PM to align in-situ
PM measurement guidance with gravimetric PM measurement
guidance.
§86.1310-2007
Subpart C- Measurement Instruments
§1065.201Overview and general provisions
Reference
(d)
(e)
(f)
Description
We allowed combining results of redundant measurements a single test
basedon§86.1310-2007.(3)
We allowed using an instrument's response if it is greater than 100 %
of the instrument's range, but we required additional testing, which is
similar to §86.1338-2007.
We required continuous analyzer signals to be matched to other
continuous signals to improve repeatability and correlation between
continuous sampling and batch sampling systems. We defined this
matching as "dispersion".
Source
§86.1310-2007
§86.1338-2007
§1065.202 Data recording and control
Reference
Description
Source
(a)
We required minimum recording frequencies of data. We took into
account recent research that indicated that significant changes in raw
exhaust flow can occur over a period as short as 200 milliseconds.(4)
Combined with the signal dispersion and time alignment that we
required in §1065.201, we improved repeatability and correlation
between continuous sampling and batch sampling.
43
-------
Draft Technical Support Document
§1065.205 Performance specifications.
Reference
Description
Source
(a)
We recommended performance specifications for individual
instruments, and we relied on the calibrations and performance
checks in Subpart D to ensure that complete measurement systems
perform adequately. We recommended performance specifications
based on calibration requirements in 40 CFR 86 Subpart N, 40 CFR
89 Subpart D Appendix A, and ISO 8178-1. We defined accuracy,
repeatability, and noise in Part 1065 Subpart D. We defined these
values relative to emissions levels at a standard; not a lower value
such as at 2 % of the standard, which is how some of our
regulations previously specified accuracy. Essentially we allowed
instruments to be matched to their application without forcing the
use of higher performing instruments than required.
40 CFR 86 Subpart N
40 CFR 89 Subpart D
Appendix A
ISO 8178-1
§1065.210 Speed and torque transducers
Reference
Description
We required the same speed and torque transducer as §86.1308-84.
Source
§86.1308-84
§1065.215 Pressure, temperature, and dewpoint transducers
Reference
Description
We recommended specific transducers
procurement of such transducers.
as guidance for future
Source
§1065.220 Fuel flow
Reference
Description
We allowed fuel flow to be directly measured or calculated by
chemical balances of fuel, intake air, and exhaust, plus either an intake
air flow or exhaust flow measurement. We allowed both options to
help facilitate field testing and redundant measurements for lab testing.
Source
§89.415
§89.416
§1065.225 Intake airflow
Reference
Description
We allowed intake air flow to be directly measured or calculated by
chemical balances of fuel, intake air, and exhaust, plus either a fuel or
exhaust flow measurement. We allowed both options to help facilitate
field testing and redundant measurements for lab testing.
Source
§89.414
§1065.230 Raw exhaust flow
Reference
Description
Source
44
-------
Technical Amendments
We allowed exhaust flow to be directly measured or calculated by
chemical balances of fuel, intake air, and exhaust, plus either a fuel or
intake air flow measurement. We allowed both options to help
facilitate field testing and redundant measurements for lab testing. We
created this section because new exhaust flow measurement
technology has matured since we last revised our regulations.
Combined with a new way to calculate brake-specific emissions that
we allowed in §1065.650, a signal that is not absolutely calibrated--
but just linearly proportional to exhaust flow-may be used to
determine brake-specific emissions.
§ 1065.240 Dilution air and diluted exhaust flow
Reference
Description
We required the same flow meters as in §86. 13 10-2007 for CVS
systems, and we added a new CVS flow meter, an ultrasonic air flow
meter, because this technology has matured since we last updated our
regulations.®
Source
§86.1310-2007
§1065.245 Sample flow
Reference
Description
We required the same flow meter performance as specified in
§86. 1320-90, and we provided additional guidance on flow meter
selection.
Source
§86.1320-90
§1065.248 Gas divider
Reference
Description
We required the same flow meter performance as specified in
§86. 13 14-94 for gas dividers. We also required a periodic gas divider
linearity check.
Source
§86.1314-94
§1065.250 Nondispersive infra-red CO analyzer
Reference
Description
We required the same CO measurement technology as Part 86 and Part
89.
Source
§86.1322-84
§89.309
§1065.255 Nondispersive infra-red CO2 analyzer
Reference
Description
We required the same CO2 measurement technology as Part 86 and
Part 89.
Source
§86.1324-84
§89.309
§ 1065.260 Flame ionization detector analyzer for THC, NMHC, CH4
Reference
Description
Source
45
-------
Draft Technical Support Document
We required the same THC, NMHC measurement technology as Part
86 and Part 89 and we allowed a flame ionization detector to be
coupled with a nonmethane cutter to facilitate CH4 measurement
according to ISO 8178-1 §16.4.
§86.1321-84
§89.309
ISO 8178-1 §16.4
§1065.265 Nonmethane cutter for CH4
Reference
Description
We adopted the same nonmethane cutter performance specification as
ISO 8178-1 to provide an alternative to the gas chromatograph we
specified in § 1065.267. We allowed this to facilitate continuous
sampling of NMHC because the gas chromatograph is only applicable
to batch (e.g. bag) measurements.
Source
ISO 8178-1 §16.4
§1065.267 Gas Chromatograph for CH4
Reference
Description
We adopted a gas chromatograph performance specification based on
the methane analyzer descriptions in §86.1325-94 and §89.324.
Source
§86.1325-94
§89.324
§ 1065.270 Chemiluminescent detector analyzer for NOX
Reference
Description
We adopted the chemiluminescent detector analyzer specification in
§86.1323-2007 §89.321.
Source
§86.1323-2007
§89.321
§ 1065.272 Nondispersive ultraviolet analyzer for NOX (NO and NO2)
Reference
Description
We allowed the nondispersive ultraviolet detector NOX analyzer
because it has matured since we last updated our regulations. We
allowed this technology to provide more measurement options,
especially for field testing.
Source
§ 1065.274 Zirconia sensor for NOX
Reference
Description
We allowed the zirconia sensor NOX analyzer because it has matured
since we last updated our regulations. We allowed this technology to
provide more measurement options, especially for field testing.
Source
§1065.280 Paramagnetic detector analyzer for oxygen
Reference
Description
We adopted the paramagnetic detector analyzer specification for
oxygen measurement from ISO 8178-1.
Source
ISO 8178-1 §8.9.4
46
-------
Technical Amendments
§1065.284 Zirconia sensor for oxygen
Reference
Description
We allowed the zirconia sensor O2 analyzer because it has matured
since we last updated our regulations. We allowed this technology to
provide more measurement options, especially for field testing.
Source
§1065.290 Gravimetric balance for PM
Reference
Description
We adopted the gravimetric balance for PM specification from
§86. 13 12-2007.® We provided additional recommendations for
features to consider when procuring a PM balance.
Source
§86.1312-2007
§ 1065.295 Inertia! balance for PM
Reference
Description
We allowed the inertial balance for PM because it has matured since
we last updated our regulations. We allowed this technology to
provide more measurement options, especially for field testing.
Source
Subpart D- Calibrations and performance checks for complete measurement systems
§1065.301 Overview
Reference
(a) through (c)
(d)
Description
We required calibrations and performance checks on complete
laboratory and field testing measurement systems, which include the
probes, transfer lines, sample conditioning equipment, analyzers, and
any analog to digital conversion and data acquisition devices. We
replaced some calibrations in 40 CFR Part 86 and 40 CFR Part 89 with
performance checks.
We required the use of NIST traceable standards, but we noted that
you may ask to use other standards.
Source
§1065.305 Accuracy, repeatability, and noise performance check.
Reference
Description
We defined accuracy, repeatability, and noise by the procedure that we
specify for determining these values. We defined these values
procedurally to prevent sellers and buyers of measurement systems
from misinterpreting our specifications. We defined noise is a limit
value, below which you may set recorded values to zero.
Source
§1065.306 Summary of periodic calibration and performance checks
Reference
Description
Source
47
-------
Draft Technical Support Document
We summarized how frequently each check in this subpart must be
performed. We provided this summary so that laboratories and field
test operators might use it as a template for part of a preventive
maintenance plan.
§1065.307 Linearity check
Reference
Description
We replaced many calibrations that we required according to 40 CFR
Part 86 and 40 CFR Part 89. We revised our approach toward
instrument calibration because it did not apply to modern instruments
that use other signals to correct for interferences.
Source
§1065.308 Response check for gas analyzers
Reference
Description
Source
We added a performance check to determine the response of analyzers
and the alignment of any compensation signals. We added this check
to verify that analyzer response and recording rate were matched and
that other signals used to compensate for interferences were aligned
with the primary emissions signal.
§1065.310 Torque calibration
Reference
Description
We adopted the calibration specifications in §86.1308-84, §89.306,
and §89.307, but we scaled them to the maximum torque of an engine
to make Part 1065 applicable across a wide range of maximum engine
torques.
Source
§86.1308-84
§89.306
§89.307
§1065.315 Pressure, temperature, and dewpoint calibration.
Reference
Description
Source
We provided guidance on pressure, temperature, and dewpoint
calibration. We allowed laboratories to develop their own calibration
procedures because of the diversity of measurement technologies. We
relied on performance checks such as the linearity check to ensure
measurement system performance.
§1065.320 Fuel flow calibration.
Reference
Description
Source
We provided guidance on fuel flow calibration. We allowed
laboratories to develop their own calibration procedures because of the
diversity of measurement technologies. We relied on performance
checks such as the linearity check to ensure measurement system
performance.
48
-------
Technical Amendments
§1065.325 Intake air flow calibration
Reference
Description
We provided guidance on intake air flow calibration. We allowed
laboratories to develop their own calibration procedures because of the
diversity of measurement technologies. We relied on performance
checks such as the linearity check to ensure measurement system
performance.
Source
§1065.330 Exhaust flow check.
Reference
Description
Source
We provided guidance on exhaust flow calibration. We allowed
laboratories to develop their own calibration procedures because of the
diversity of measurement technologies. We relied on performance
checks such as the linearity check to ensure measurement system
performance.
§1065.340 CVS calibration
Reference
(e)
(f)
(g)
Description
We adopted CVS calibration specifications from §86. 13 19-90 and
especially §86.1319-90(e)(3), which specified calculations that assume
isentropic compressible flow. We adopted molar flow reference
signals for calibration to eliminate the use of standard pressure and
temperature values, which have been a frequent source of
confusion-especially across different regulations. We recognized that
40 CFR Part 86, 40 CFR Part 89, and ISO 8178-1 all have different
standard conditions specified in different sections.
We adopted PDF calibration specifications from §86. 13 19-90, but we
reformulated the equations to make them easier to understand.
We adopted CFV calibration specifications from §86. 13 19-90 CFV,
but we reformulated the calibration to take into account isentropic
compressible flow. We specified the new calibration formulation to
extend use of the calibration data to a wider range of molar masses of
an exhaust mixture. We allowed assumptions to be made in order to
reduce the new formulation to the formulation in §86. 13 19-90, but we
restricted use of the §86.1319-90 formulation to a range of molar
masses of flow. We provided similar guidance to this effect in the
past.(1)'(2)
We adopted the SSV calibration in §86. 13 19-90, but we used a molar
reference signal.
Source
§86.1319-90
§86.1319-90
§86.1319-90
§86.1319-90
§1065.341 Propane check
Reference
Description
Source
49
-------
Draft Technical Support Document
We adopted the propane check of § 13 19-90(f), but we extended its use
to check secondary dilution systems, and we added an option to use a
flow-based reference instead of the gravimetric reference in §1319-
90(f) . We recognized that the flow-based reference has been used
successfully in light-duty CVS applications, and we allowed this
reference to provide more options to engine dynamometer CVS
laboratories.
§1319-90(f)
§1065.345 Vacuum side leak check
Reference
Description
Source
We adopted the leak checks from §86.1337-90 and 89.316, but we
revised this check to include two step-by-step procedures to perform
the check. We allowed either form of the check to provide more
options to engine dynamometer laboratory operators and field test
system operators.
§86.1337-90
§89.316
§1065.350 CO2 NDIR analyzer H2O interference check.
Reference
Description
We adopted the performance specification in §89.318, and we
described a step-by-step procedure for this check.
Source
§89.318
§1065.355 CO NDIR analyzer CO2 and H2O interference check.
Reference
Description
We adopted the performance specification in §89.3 18, and we
described a step-by-step procedure for this check.
Source
§89.318
§1065.362 FID calibration, response optimization, CH4 response factor determination and FID flow check
Reference
Description
We adopted the performance specification in §89.318, and we
described a step-by-step procedure for this check. We allowed a
simplified check that when completed successfully, significantly
reduced the burden of the complete check. We currently use this
simplified check successfully at our EPA labs; therefore, we allowed
others to use it.
Source
§89.318
§1065.362 FID O2 interference check
Reference
Description
We incorporated by reference ISO 8178-1 §8.8.3, which is the oxygen
interference check for raw exhaust flame ionization detector analyzers,
which is the same check specified in §89.3 18.
Source
§89.318
ISO 8178-1 §8.*
5.3
50
-------
Technical Amendments
§1065.365 Nonmethane cutter penetration determination.
Reference
Description
We adopted a revised version of the nonmethane cutter efficiency
determination, which is specified in ISO 8178-1 §8.8.4. We revised
this section to include a more prescriptive step-by-step procedure, and
a simplified calculation to detemine nonmethane cutter penetration.
Source
ISO 8178-1 §8.8.4
§1065.370 CLD H2O and CO2 interference check
Reference
Description
We adopted the CLD H2O and CO2 interference check from §86.1323-
2007.(3)
Source
§86.1323-2007
§ 1065.372 NDUV NOX analyzer performance check
Reference
Description
We required a performance check specifically for nondispersive
ultraviolet detector NOX analyzers. We required this check because of
its limitations. We required this check to ensure that these instruments
are designed and operated appropriately.
Source
§1065.374 Zirconia analyzer performance check
Reference
Description
We required a performance check specifically for zirconia detector
NOX analyzers. We required this check because of its limitations. We
required this check to ensure that these instruments are designed and
operated appropriately.
Source
§1065.376 Thermal chiller NO2 penetration check
Reference
Description
We required this performance check if a thermal chiller is used
upstream of an NO2 detector or NO2 to NO converter. We required
this check because of its limitations. We required this check to ensure
that these instruments are designed and operated appropriately.
Source
§1065.378 NO2 to NO converter check
Reference
Description
We adopted the NO2 to NO converter efficiency specifications in
§86.1323-84 and ISO 8178-1 §8.7, however we scaled performance to
the level of NO2 expected during testing. We scaled this check to
make it less stringent for emissions tests that are not affected by its
performance and more stringent for emissions tests that are
significantly affected by its performance.
Source
§86.1323-84
ISO 8178-1 §8.7
51
-------
Draft Technical Support Document
§1065.390 PM weighing process performance check
Reference
Description
We adopted the PM weighing process performance check from
§86. 13 12-2007. (3), however we scaled this check to the PM emissions
expected at the standard. This prevents an unnecessarily stringent
requirement for PM weighing.
Source
§86.1312-2007
Subpart E- Engine selection, preparation, and maintenance.
§ 1065.405 Test engine preparation and maintenance.
Reference
Description
We required specifications for engine selection, preparation, and
maintenance; however we stated that any requirements in any
standard- setting part take precedence over the specifications in this
subpart.
We allowed a default value 125 hours of engine service accumulation
for compression-ignition engines without emissions measurement.
Source
Subpart F- Running an emissions test in a laboratory
§1065.501 Overview
Reference
Description
Source
We summarized all of the step-by-step procedures for running an
emissions test in a laboratory, and we reiterated that standard setting
parts specify other information required to run an emissions test. We
required variable speed and constant speed engines subject to
steady-state, ramped modal, and transient testing to be tested
according to this subpart, including any cold-start testing, hot-start
testing, and warmed-up running engine testing. We adopted
procedures in §86.1327 through §86.1337 (3), §89.404 through
§89.408 and ISO 8178-1 §11. We added requirements and options to
the specifications in §86.1327 through §86.1337 (3), §89.404 through
§89.408 and ISO 8178-1 §11.
§86.1327-§86.1337
§86.1341
§89.404-§89.408
§89.410
ISO 8178-1 §11
§1065.510 Engine mapping
Reference
Description
We adopted §86.1332-90 for variable speed engines. We added
new requirements for constant-speed engines, which rely on the
engine's governor or simulated governor to select the engine speed
during an emissions test. We required this to ensure that constant
speed engines are tested in a representative way.
Source
§86.1332-90
52
-------
Technical Amendments
§1065.512 Duty cycle generation.
Reference
Description
Source
We adopted §86.1333-90, §89.410, ISO 8178-1 §11.5, and ISO
8178-1 §11.7 to combine the requirements for steady-state, ramped
modal, and transient test cycle generation. We allowed constant
speed engines to operate at the speed selected by the engine's
governor or simulated governor.
§86.1333-90,
§89.410,
ISO 8178-1 §11.5,
ISO 8178-1 §11.7
§ 1065.514 Cycle validation criteria
Reference
Description
Source
We adopted the cycle validation criteria of §86.1341-90, but we
revised the point omission criteria easier to understand. We revised
some of the statistics to reflect the dependence of power on speed and
torque. We revised the statistics to reflect the capabilities of modern
dynamometer and operator demand control systems. We required only
torque validation criteria for constant speed engines because we allow
constant speed engines to be governed by their governor or simulated
governor during emissions testing.
§86.1341-90
§ 1065.520 Pre-test verification procedures and pre-test data collection
Reference
Description
Source
We adopted §86.1330-90, §86.1334-84 and §89.406, including the
preconditioning cycle we added to §86.1330-90 in January of 2001.(3)
We replaced the hydrocarbon overflow zero and span procedure with a
hydrocarbon sampling system contamination check. Up to a certain
amount of contamination, we allowed emissions results correction by
subtracting the contamination determined with an overflow zero check
performed after an analyzer port zero and span. We required this to
prevent excessive hydrocarbon contamination from biasing results.
We allowed some contamination to be appropriately subtracted from
emissions results, which is how the original overflow procedure
worked, except that it had no limits on contamination. We required
this procedure to improve test repeatability.
§86.1330-90
§86.1334-84
§89.406
§1065.525 Engine starting, restarting and shutdown
Reference
Description
We adopted §86. 1334-84, but we have simplified the requirements
because §86.1334-84 described some starting procedures with obsolete
engine components. We revised §86.1334-84 to achieve the same
intent.
Source
§86.1334-84
§1065.530 Emission test sequence.
Reference
Description
Source
53
-------
Draft Technical Support Document
We adopted §86.1337-90, §89.407, and ISO 8178-1 §11.7.1 and
combined them to include PM sampling, continuous and batch
sampling, and raw and dilute sampling. We required procedures to
check for analyzer drift. We allowed collecting and correcting for
background emissions in dilution air. We required procedures for
cold-starts, hot-starts, soak periods, and hot running tests.
§86.1337-90,
§89.407,
ISO 8178-1
§11.7.1.
§1065.545 Validation of proportional flow control for batch sampling
Reference
Description
We adopted the performance specification of §86. 13 10-2007 for PM
sampling systems.® We incorporated additional options for validating
proportional sampling based on the principles of CVS sampling.
Source
§86.1310-2007
§ 1065.550 Emissions analyzer range and drift validation.
Reference
Description
We adopted the performance specifications in §86.1340-90, §89.406,
and ISO 8178-1 §1 1.8. We allowed for correction of a limited amount
of analyzer drift. We developed this procedure jointly with
measurement instrument manufacturers and engine manufactures.
Source
§86.1340-90,
§89.406,
ISO 8178-1 §11.8.
§1065.590 PM sample preconditioning and tare weighing
Reference
Description
We adopted §86. 13 12-2007.(3) We added an option to perform
substitution weighing, which has been used in ambient PM sampling
successfully-especially when PM concentrations are very low.
Source
§86.1312-2007
§1065.595 PM sample post-conditioning and total weighing
Reference
Description
We adopted §86. 13 12-2007.(3) We added an option to perform
substitution weighing, which has been used in ambient PM sampling
successfully-especially when PM concentrations are very low.
Source
§86.1312-2007
Subpart G- Calculations and data requirements
§1065.601 Applicability.
Reference
Description
We consolidated calculations that were specified multiple times in this
part (i.e. Part 1065). For example we consolidated statistical
calculations for instrument performance, alternate system approval,
and duty cycle validation in §1065.602.
We adopted SI units for all calculations, except for one set of example
calculations in §1065.640 where we showed how to convert different
reference flow meter signals to molar reference signals.
Source
54
-------
Technical Amendments
We provided completely worked-out examples for every calculation,
including conversion factors for various engineering units.
§1065.602 Statistics
Reference
Description
Source
We consolidated statistics calculations that were specified multiple
times in this part (i.e. Part 1065). For example we consolidated
statistical calculations for instrument performance, alternate system
approval, and duty cycle validation. We added examples on how to
calculate flow-weighted average concentrations at a given standard for
various engines. We provided these examples because we scale many
measurement instrument specifications to this value tto ensure that Part
1065 is applicable across a wide range of emissions standards and
sampling techniques (e.g. raw, dilute, continuous, and batch sampling)
§1065.605 Field test system overall performance check
Reference
Description
We required that field test systems pass an overall check versus
laboratory measurements. We provided a complete example of the
specialized data reduction techniques to perform this check.
Source
§1065.610 Test cycle generation
Reference
Description
We consolidated all of the calculations for steady-state, ramped modal,
and transient test cycle generation from §86.1333-90, §89.410, ISO
8178-1 §11.5, and ISO 8178-1 §11.7. We allowed constant speed
engines to operate at the speed(s) selected by the engine's governor or
simulated governor.
Source
§86.1333-90,
§89.410,
ISO 8178-1 §11.5,
ISO 8178-1 §11.7
§1065.630 1980 International gravity formula
Reference
Description
We adopted this formula to prescribe what we meant in previous
regulations when we required that you account for local effects on
gravity at your location, such as in § 86. 1308-84(e)(l)(i). We
recommended to use this formula when conducting dynamometer
torque calibration and torque linearity checks according to §1065.308
and §1065.3 10.
Source
§86.1308-
§1065.340 CVS calibration equations
Reference
Description
Source
55
-------
Draft Technical Support Document
(b)
(c)
(d)
We adopted CVS calibration calculations from §86. 13 19-90 and
especially §86.1319-90(e)(3), which specified calculations that assume
isentropic compressible flow. We adopted molar flow reference
signals for calibration to eliminate the use of standard pressure and
temperature values, which have been a frequent source of
confusion-especially across different regulations. We recognized that
40 CFR Part 86, 40 CFR Part 89, and ISO 8178-1 all have different
standard conditions specified in different sections.
We adopted PDF calibration calculations from §86. 13 19-90, but we
reformulated the equations to make them easier to understand.
We adopted CFV calibration calculations from §86. 13 19-90 CFV, but
we reformulated the equations to take into account isentropic
compressible flow. We specified the new calibration equation to
extend use of the calibration data to a wider range of molar masses of
an exhaust mixture. We allowed assumptions to be made in order to
reduce the new equation to the equation in §86. 13 19-90, but we
restricted use of the §86. 13 19-90 equation to a range of molar masses
of flow. We provided similar guidance to this effect in the past.(1)i(2)
We adopted the SSV equation in §86. 13 19-90, but we rearranged it to
use a molar reference signal.
§86.1319-90
§86.1319-90
§86.1319-90
§86.1319-90
§1065.340 CVS flow rate equations
Reference
(a)
(b)
(c)
Description
We adopted CVS flow rate calculations from §86.1319-90 and
especially §86.1319-90(e)(3), which specified calculations that assume
isentropic compressible flow. We adopted molar flow rates to
eliminate the use of standard pressure and temperature values, which
have been a frequent source of confusion-especially across different
regulations. We recognized that 40 CFR Part 86, 40 CFR Part 89, and
ISO 8178-1 all have different standard conditions specified in different
sections.
We adopted PDF flow rate calculations from §86. 13 19-90, but we
reformulated the equations to make them easier to understand.
We adopted CFV flow rate calculations from §86.1319-90 CFV, but
we reformulated the equations to take into account isentropic
compressible flow. We specified the new flow rate equation to extend
use of the flow meter to a wider range of molar masses of an exhaust
mixture. We allowed assumptions to be made in order to reduce the
new flow rate equation to the equation in §86. 13 19-90, but we
restricted use of the §86. 13 19-90 flow rate equation to a range of molar
masses of flow. We provided similar guidance to this effect in the
past.(1)-(2)
We adopted the SSV flow rate equation in §86. 13 19-90, but we
rearranged it to calculate a molar flow rate.
Source
§86.1319-90
§86.1319-90
§86.1319-90
§86.1319-90
56
-------
Technical Amendments
§1065.645 Amount of water in an ideal gas.
Reference
Description
We consolidated several other sections' requirements to calculate this
value, such as those sections that required an amount of water removed
correction, a buoyancy correction, a background emissions correction,
chemical balances of fuel, exhaust, and intake air, and flowmeter
calibrations and performance checks. We specified this calculation
only once in Part 1065 to ensure that this value is calculated in only
one way. We adopted an internationally accepted formulation for this
value from the World Meteorological Organization.
Source
§1065.650 Emissions calculations
Reference
Description
We adopted emissions calculations from §86.1342-94, §89.418,
§89.419, and ISO 8178-1 §12 though §16 to combine steady-state,
ramped modal, and transient testing calculations. We included raw,
dilute, continuous, and batch sampling. We added a new way to
calculate brake-specific emissions based on the ratio of a value
proportional to an emissions mass and another value similarly
proportional to work.
Source
§86.1342-94,
§89.418,
§89.419,
ISO 8178-1 §12
though §16.
§1065.655 Chemical balances
Reference
Description
Source
We adopted the chemical balances from §89.418 and ISO 8178-1
Annexe A. We specified how to use chemical balances to determine
the amount of water in exhaust, the amount of carbon-containing
emissions in exhaust, and the dilution fraction of dilution air in diluted
raw exhaust.
§89.418
ISO 8178-1
Annexe A
§ 1065.657 Drift validation and correction.
Reference
Description
We adopted the drift performance specification from §86.1340-90,
§89.406, and ISO 8178-1 §11.8. We added a drift correction to
account for a limited amount of analyzer drift. We developed this
procedure with instrument manufacturers and engine manufactures.
We added this correction to improve repeatability.
Source
§86.1340-90,
§89.406,
ISO 8178-1 §11.8.
§1065.658 Noise correction.
Reference
Description
Source
57
-------
Draft Technical Support Document
We allowed values lower than a critical noise limit to be set to zero.
We specified that this noise limit is the lower of two values: the
instrument noise specification that we recommend in Subpart C for lab
instruments (Subpart J for field testing instruments) and the actual
noise of an instrument as determined according to Subpart D. We
allowed this correction for all instruments with the expectation that it
will be most beneficial for field test instruments because they are
subject to more external sources of instrument noise.
§1065.659 Removed water correction.
Reference
Description
We adopted the corection in §86.1342-90, §89.418, , ISO 8178-1
A.2.4, but we have revised it to take into account any condensation
that occurs upstream of a flow meter.
Source
§86.1342-90,
§89.418,
ISO 8178-1 A.2.4
§1065.660 THC and NMHC determination
Reference
Description
Source
We adopted the THC and NMHC determination from §86.1342-94,
ISO 8178 §15.4. We allowed multiplying THC by 0.98 as an
approximation for NMHC. We replaced the hydrocarbon overflow
zero and span procedure with a hydrocarbon sampling system
contamination check. Up to a certain amount of contamination, we
allowed emissions results correction by subtracting the contamination
determined with an overflow zero check performed after an analyzer
port zero and span. We required this to prevent excessive hydrocarbon
contamination from biasing results. We allowed some contamination
to be appropriately subtracted from emissions results, which is how the
original overflow procedure worked, except that it had no limits on
contamination. We required this procedure to improve test
repeatability.
§86.1342-94,
ISO 8178 §15.4
§1065.665 NMHCE determination
Reference
Description
We adopted the THCE and NMHCE determination from §86. 1342-94
and ISO 8178-1 §15.5 and §15.6. We allowed multiplying THC by
0.98 as an approximation for NMHC. We replaced the hydrocarbon
overflow zero and span procedure with a hydrocarbon sampling system
contamination check. Up to a certain amount of contamination, we
allowed emissions results correction by subtracting the contamination
determined with an overflow zero check performed after an analyzer
port zero and span. We required this to prevent excessive hydrocarbon
contamination from biasing results. We allowed some contamination
to be appropriately subtracted from emissions results, which is how the
original overflow procedure worked, except that it had no limits on
contamination. We required this procedure to improve test
repeatability.
Source
§86.1342-94,
ISO 8178-1 §15.5
and §15.6
58
-------
Technical Amendments
§1065.667 Dilution air background correction
Reference
Description
We adopted the dilution air background correction from §86. 1342-94,
§89.420, and ISO 8178-1 §13.5. We recommend when to remove
background emissions from dilution air.
Source
§86.1342-94,
§89.420
ISO 8178-1 §13.5
§1065.670 NOX intake air humidity correction
Reference
Description
Source
We adopted the NOX intake air humidity correction from §86.1342-94,
§89.418, and ISO 8178-1 §13.4, but we revised the equation. We used
a linear fit to a recent set of comprehensive data collected for the
purpose of determining a NOX humidity correction factor.(5) We
generated the equation with a least squares linear regression line of
more than 300 data points generated with six different engines over a
broad range of humidity conditions. We forced the correction to pass
through a value of one (1) at 75 grains of water per pound of dry air
(10.71 g/kg dry air) to align it with the correction from §86.1342-94,
§89.418, and ISO 8178-1 §13.4. This correction is significantly more
consistent with computer NOX models versus the previous correction.
For example, from the range of (0 to 95) % relative humidity at 30 °C
ambient temperature, the NOX correction from §86.1342-94, §89.418,
and ISO 8178-1 §13.4 was 1.70 while the linear correction we adopted
was 1.48. A computer NOX model, ALAMO,(6) predicted a correction
of 1.42 for an engine at rated conditions across the same humidity. For
this example the linear correction is 4 % higher than the model, but the
correction from §86.1342-94, §89.418, and ISO 8178-1 §13.4 is 20%
high. We based this revised equation on data and verified it with a
computer model to improve test repeatability. Below is an illustration
of the uncorrected data(5), the data corrected according to §86.1342-94,
§89.418, and ISO 8178-1 §13.4,(5) the data corrected to the equation we
adopted in Part 1065, and lines depicting the corresponding correction
factors.
§86.1342-94,
§89.418,
ISO 8178-1 §13.4.
59
-------
Draft Technical Support Document
Normalized Brake-specific NOX versus Amount of Water in Intake Air
1.4 -i
1.3
"C"
Q.
S 1-2
X
O
a
Mormalized NO,
b -
0.9
0.8
(
Uncorrected NOX, Corrected NOX, and Correction Factors
Part 86 v
correction V\
(overcorrection) \ ^\
/Uncorrected NOX \
tg Part1065K \ /^
® correction V\ V
|( • ,-tf' f:xi
o
) 0.01 0.02 0.03 0.04
Amount of water in intake air, x H20 (mol/mol)
§1065.672 CLD quench check calculations.
Reference
Description
We adopted the chemiluminescent detector Nox analyzer quench
check performance specification from §86. 1323-2007. (3)
Source
§86.1323-2007
§1065.690 PM sample media buoyancy correction.
Reference
Description
We adopted the bu §86. 13 12-2007,(3) but we eliminated the
temperature and humidity portions of the correction because we
specified tight humidity and temperature control in the PM weighing
environment. We determined that making corrections based on small
changes in temperature and humidity might induce error due to the
measurement error associated with them. We revised the correction so
that it only accounts for changes in barometric pressure, which is the
dominant parameter that causes a change in PM sample media
buoyancy.
Source
§86.1312-2007.
60
-------
Technical Amendments
§1065.695 Required data.
Reference
Description
We adopted the data requirements from §86. 1344-94, and we combied
these with required data from various standard setting parts and our
most recent application formats for certification.
Source
§86.1344-94
EPA's most recent
application formats
for certification.
Subpart H- Engine fluids, test fuels, analytical gases, and other calibration standards
§1065.701 General requirements for test fuels
Reference
Description
We adopted the general requirements for test fuels that was originally
in Part 1065.
Source
§1065.703 Distillate diesel fuel
Reference
Description
We deleted specific ranges of fuel parameters for diesel service
accumulation fuel, which is different from § 86 . 1 3 1 3 -2007 . We
adopted a 10 mg/kg minimum limit for aromatics, which is the same
as the nonroad diesel engine Tier IV rule,(7) instead of 25 mg/kg, which
was in §86. 13 13-2007. We eliminated the specification for Cetane
Index because it is obsolete and because we require Cetane Number,
which is a more accurate determination of Cetane.
Source
§86.1313-2007
§1065.705 Residual fuel [reserved]
Reference
Description
We reserved this section for a future marine
residual fuel specification.
Source
§1065.710 Gasoline
Reference
Description
We adopted the test fuels that were orij
Anally in Part 1065.
Source
Current Part 1065
§1065.715 Natural gas.
Reference
Description
We adopted the test fuels that were orij
Anally in Part 1065.
Source
Current Part 1065
§1065.720 Liquefied propane gas
Reference
Description
We adopted the test fuels that were originally in Part 1065.
Source
Current Part 1065
61
-------
Draft Technical Support Document
§1065.740 Lubricants
Reference
Description
We adopted the lubricant specification in §89.330.
Source
§89.330
§1065.745 Coolants.
Reference
Description
We adopted the coolant specification in §86.1327-98
Source
§86.1327-98
§1065.750 Analytical gases.
Reference
Description
Source
We adopted the analytical gas specifications in §86.1314-94 and
§89.312, however, we allowed zero gas contamination to scale with
the concentration expected at the standard. In some cases this will be a
decrease in stringency, however, we significantly increased the
stringency on the level of contaminants when very low levels of
emissions are expected at the standard. We adopted these changes to
improve test repeatability.
§86.1314-94,
§89.312
§1065.790 Mass standards
Reference
Description
Source
We adopted the dynamometer calibration weight specifications in
§86.1308-84 and §89.305. We specified new requirements for
calibration weights for PM balances.
§86.1308-84
§89.305
Subpart I- Testing with oxygenated fuels.
§1065.801 Applicability.
Reference
Description
We applied this subpart to engines tested with a fuel that has a 25 % or
greater concentration of oxygenate.
Source
§1065.805 Sampling systems.
Reference
Description
We allowed a photo-acoustic analyzer to be used to measure methanol
and ethanol in exhaust. We provided similar guidance in the past,(8)
which is consistent with regulations published by the California Air
Resources Board.(9)
Source
62
-------
Technical Amendments
§1065.660 Calculations.
Reference
Description
We relocated the calculations to §1065.665.
Source
Subpart J- Field Testing
§1065.901 Applicability
Reference
Description
We applied this subpart to engines with field testing requirements,
including manufacturer-run on-vehicle testing requirements. Refer to
the standard setting part for applicability.
We superceded the current field testing subpart in Part 1065 with a
new subpart.
Source
§1065.905 General provisions.
Reference
Description
We provided a list of information needed from standard setting parts to
conduct field testing according to this part. We indicated that much of
this subpart relies on specifications in other subparts of Part 1065.
Source
§1065.910 Field testing equipment
Reference
Description
We specified the equipment we require for field testing. We included
equipment for routing exhaust for sampling and flow measurement,
mounting hardware, and power supplies.
Source
§1065.915 Measurement instruments.
Reference
Description
Source
We specified the measurement instruments we require for field testing
by referring to Subpart C. We explained how to use signals from an
engine's electronic control module. We specified how to use
redundant measurements. We specified how to address the effects of
ambient conditions on field test measurement systems. We specified
how to estimate torque in the field.
§1065.920 Calibrations and performance checks
Reference
Description
We referred to Subpart D for performance checks. We specified an
overall field test system performance check against a laboratory that
meets Part 1065.
Source
63
-------
Draft Technical Support Document
§1065.925 Measurement instrument and equipment preparation
Reference
Description
We specified a step-by-step set of instructions for preparing a field test
measurement system for use. We based the instructions on a generic
field test system by drawing on our own field testing experience and
reports outlining similar instructions/10'' (11)
Source
§1065.930 Engine starting, restarting, and shutdown
Reference
Description
Source
We specified a step-by-step set of instructions for engine starting,
restarting and shutdown based on lab testing, except that an engine
may be shut down and restarted any number of times during a field
test.
§1065.935 Emission test sequence
Reference
Description
We specified a step-by-step set of instructions for running a field test.
We based the instructions on a generic field test system by drawing on
our own field testing experience and reports outlining similar
instructions/10'' (11)
Source
§1065.940 Emission calculations.
Reference
Description
Source
We specified the same emissions calculations as used in a laboratory
according to §1065.650. We noted that information from the standard
setting parts are required to define individual test intervals within a
field test.
Subpart K- Definitions and other reference information
§1065.1001 Definitions.
Reference
Description
We defined terms that we use in Part 1065. We revised definitions
from 40 CFR Part 86 and 40 CFR Part 89. We revised definitions to
reflect the use of Part 1065 test procedures and the application of
modern emissions control technology such as aftertreatment systems.
Source
§1065.1005 Symbols, abbreviations, acronyms, and units of measure.
Reference
Description
Source
64
-------
Technical Amendments
We defined the symbols, abbreviations, acronyms, and units of
measure that we use in Part 1065. We minimized repeating symbols
for different quantities. We used symbols consistent with ISO 3 1 . We
revised symbols, abbreviations, acronyms, and units of measure to
reflect the use of Part 1065 test procedures and the application of SI
units, and molar flow rates.
§1065.1010 Reference materials.
Reference
Description
We revised Part 1065 reference materials to include new ISO and
NIST publications.
Source
65
-------
Draft Technical Support Document
References for Chapter 8
(1) Letter from EPA to EMA, "Guidance Regarding Test Procedures for Heavy-Duty On-
Highway and Non-Road Engines", Gregory Green, Division Director, Certification and
Compliance Division, Office of Transportation and Air Quality, United States Environmental
Protection Agency, December 3, 2002.
(2) "Supporting Document for Letter to EMA Regarding Acceptable Interpretations and
Alternatives to the Rules and Regulations published in the Federal Register, Vol. 66, No. 12,
Thursday, January 18, 2001", Matthew Spears, Assessment and Standards Division, Office of
Transportation and Air Quality, United States Environmental Protection Agency, December 3,
2002.
(3) "Description of Changes to the Test Procedures Specified in 40 CFR Part 86 for Model Year
2007 and Later Heavy-Duty Engines", Air Docket A-99-06, IV-B-11, Matthew Spears,
Assessment and Standards Division, Office of Transportation and Air Quality, United States
Environmental Protection Agency, December 6, 2000.
(4) "Performance of Partial Flow Sampling Systems Relative to Full Flow Cvs for Determination
of Particulate Emissions Under Steady-State and Transient Diesel Engine Operation", Khalek
Imad A., et al., Southwest Research Institute, Society of Automotive Engineers Technical Paper
2002-01-1718, May 2002.
(5) "Heavy-Duty Diesel Engine NOX and PM Correction Factors", Project 08-2597, Southwest
Research Institute, San Antonio, TX, July 27, 1999.
(6) "^ PC-Based Model for Predicting Nox Reductions in Diesel Engines", Dodge, Lee G.,
Leone, Douglas M., Naegeli, David W., Dickey Daniel, W., Swenson, Kendall R., Southwest
Research Institute Society of Automotive Engineers Technical paper 962060, 1996.
(7)
Nonroad Diesel Tier IV Rule, EPA420-F-04-037, May 2004.
(8)" Approval of the Request to Use the Innova 1312 Photoacoustic Multi-gas Monitor in the
Measurement of Ethanol in Exhaust and Evaporative Emissions", Gregory Green, Division
Director, Certification and Compliance Division, Office of Transportation and Air Quality,
United States Environmental Protection Agency, January 25, 2002.
(9) Use of Innova Photoacoustic Multi-gas Monitor to Measure Ethanol Exhaust and Evaporative
Vehicle Emissions", Mail-Out #MSO 2000-08, Summerfield, R.B, Mobile Source Operations
Division, California Air Resources Board, June 29,2000.
(10) "On-vehicle, In-use, Heavy Duty Diesel Engine (HDDE) Protocol", Czachura Barry S. J.,
Analytical Engineering Incorporated, September 2, 2003.
66
-------
Technical Amendments
(11) "Protocol for Measurement of Air Pollutant Emissions from Ferry Boats", Culnane Mary, San
Francisco Water Transit Authority, August 19, 2002.
67
------- |